Abstract:
This vehicle air-conditioning device has a compressor; an outside heat exchanger; a water-to-refrigerant heat exchanger; a heat release unit; a circulation means; and an air passage through which air is blown into a vehicle interior and in which the heat release unit is disposed midway, a send-out port for sending out the compressed refrigerant and an introduction port for introducing the refrigerant that has not been compressed being provided in the compressor, a first fit part that is fitted in the send-out port of the compressor, and a second fit part that is fitted in the introduction port of the compressor being provided in the water-to-refrigerant heat exchanger, and the compressor and the water-to-refrigerant heat exchanger being integrally joined by the first fit part and the second fit part being fitted.

Description:
TECHNICAL FIELD 
       [0001]    The present invention relates to an in-vehicle air conditioning apparatus mounted in a vehicle, a compression apparatus used for an in-vehicle air conditioning apparatus, and an in-vehicle air conditioning unit apparatus. 
       BACKGROUND ART 
       [0002]    Conventionally, there have been proposed several techniques that exchange heat between refrigerant of a heat pump and coolant and that perform some functions of heating or cooling operation of an air conditioning apparatus by the heated or cooled coolant (see, Patent Literature (hereinafter, abbreviated as PTL) 1 or 2, for example). 
       CITATION LIST 
     Patent Literature 
     PTL 1 
       [0003]    Japanese Patent Application Laid-Open No. HEI 10-329532 
       PTL 2 
     Japanese Patent Application Laid-Open NO. HEI 05-330331 
     SUMMARY OF INVENTION 
     Technical Problem 
       [0004]    However, in an air conditioning system equipped with a circuit through which the refrigerant flows and a circuit through which the coolant flows, the number of components increases due to a plurality of devices causing the refrigerant to flow and a plurality of devices causing the coolant to flow. Thus, such an air conditioning system has a problem in that the system as a whole increases in size and becomes complicated in the system configuration. 
         [0005]    Furthermore, in such an air conditioning system, a heat loss is caused by a pipe that connects between the components, and the air conditioning performance degrades as much as the heat loss, thereby preventing energy saving. 
         [0006]    An object of the present invention is to provide an in-vehicle air conditioning apparatus capable of achieving a more compact air conditioning system that utilizes a circuit of refrigerant and a circuit of coolant, and an improvement in performance by reduction of the heat loss. Furthermore, another object of the present invention is to provide a compression apparatus and an in-vehicle air conditioning unit apparatus capable of being used for such an in-vehicle air conditioning apparatus. 
       Solution to Problem 
       [0007]    An in-vehicle air conditioning apparatus according to an aspect of the present invention includes: a compressor that compresses refrigerant of a heat pump; an outside heat exchanger that exchanges heat between the refrigerant and air outside a vehicle interior; a water-to-refrigerant heat exchanger that exchanges heat between the refrigerant and coolant by causing the refrigerant and the coolant to flow through an inside thereof; a heat radiation section that releases heat into air from the coolant by causing the coolant to flow through an inside thereof; a circulation section that circulates the coolant between the water-to-refrigerant heat exchanger and the heat radiation section; and an air passage which sends air into the vehicle interior and in which the heat radiation section is disposed in midstream of the air passage, in which the compressor includes: a send-out port that sends out the compressed refrigerant; and an introduction port that is used for introducing refrigerant before compression, and the water-to-refrigerant heat exchanger includes: a first fitting section that is fitted to the send-out port of the compressor; and a second fitting section that is fitted to the introduction port of the compressor, in which: the first fitting section includes an introduction path that is used for introducing the refrigerant sent out from the compressor into the water-to-refrigerant heat exchanger; the second fitting section includes a refrigerant passage that is connected to the introduction port of the compressor at one end of the refrigerant passage and that includes a pipe connection port at another end of the refrigerant passage; and the compressor and the water-to-refrigerant heat exchanger are integrally joined together by fitting of the first fitting section and the second fitting section. 
         [0008]    A compression apparatus according to an aspect of the present invention includes: a compressor that compresses refrigerant; and a water-to-refrigerant heat exchanger that exchanges heat between the refrigerant and coolant by causing the refrigerant and the coolant to flow through an inside thereof, in which the water-to-refrigerant heat exchanger is disposed above the compressor and joined to the compressor, and a send-out port of the compressor for refrigerant is connected to an introduction port of the water-to-refrigerant heat exchanger for refrigerant. 
         [0009]    An in-vehicle air conditioning unit apparatus according to an aspect of the present invention includes: a compressor that compresses refrigerant of a heat pump; a water-to-refrigerant heat exchanger that is disposed above the compressor and joined to the compressor, and that moves heat from the refrigerant to coolant by causing the coolant and the refrigerant compressed by the compressor to flow through an inside thereof; and an accumulator that supplies gas-phase refrigerant to the compressor, in which the compressor, the water-to-refrigerant heat exchanger, and the accumulator are integrated into a single unit. 
       Advantageous Effects of Invention 
       [0010]    According to the present invention, it is possible to achieve a more compact air conditioning system that utilizes a circuit of coolant and a circuit of refrigerant. Furthermore, since the pipe of the refrigerant of the compressor and the pipe of the refrigerant of the water-to-refrigerant heat exchanger are connected by a short path, it is possible to reduce the heat loss between the pipes, thereby achieving an improvement in the air conditioning performance and energy saving by the amount corresponding to the heat loss that would have occurred otherwise. 
     
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         [0011]      FIG. 1  is a diagram illustrating an in-vehicle air conditioning unit apparatus of Embodiment 1 of the present invention; 
           [0012]      FIG. 2  is a schematic diagram illustrating a circuit of refrigerant and coolant of an in-vehicle air conditioning apparatus of Embodiment 1; 
           [0013]      FIG. 3  is a diagram illustrating an air passage configuration of the in-vehicle air conditioning apparatus of Embodiment 1; 
           [0014]      FIG. 4  is a schematic diagram illustrating a state of a cooling operation of the in-vehicle air conditioning apparatus of Embodiment 1; 
           [0015]      FIGS. 5A and 5B  are diagrams for describing effects of a solenoid valve with orifice, and  FIG. 5A  is a diagram illustrating an open state of the solenoid valve and  FIG. 5B  is a diagram illustrating a closed state of the same; 
           [0016]      FIG. 6  is a diagram illustrating a configuration of an integrated compression apparatus according to Embodiment 1; 
           [0017]      FIG. 7  is a perspective view illustrating a second joint portion of a water-to-refrigerant heat exchanger; 
           [0018]      FIG. 8  is a schematic diagram illustrating a circuit of refrigerant and coolant of an in-vehicle air conditioning apparatus of Embodiment 2; 
           [0019]      FIG. 9  is a diagram illustrating a configuration of an integrated compression apparatus of Embodiment 2; 
           [0020]      FIG. 10  is a perspective view illustrating a configuration of a heat absorber; and 
           [0021]      FIG. 11  is a perspective view illustrating a joint portion of a pipe of coolant. 
       
    
    
     DESCRIPTION OF EMBODIMENTS 
       [0022]    Each embodiment of the present invention will be described in detail below with reference to the accompanying drawings. 
       Embodiment 1 
       [0023]      FIG. 1  is a diagram illustrating an in-vehicle air conditioning unit apparatus of Embodiment 1 of the present invention.  FIG. 2  is a schematic diagram illustrating a circuit of the refrigerant and the coolant of the in-vehicle air conditioning apparatus of Embodiment 1.  FIG. 3  is a diagram illustrating the air passage configuration of the in-vehicle air conditioning apparatus of Embodiment 1.  FIGS. 2 and 3  illustrate a state of the heating operation. 
         [0024]    The in-vehicle air conditioning apparatus according to Embodiment 1 of the present invention includes outside heat exchanger  10 , heat exchanging fan  19 , orifice-provided solenoid valve  20 , water-to-refrigerant heat exchanger  30 , compressor  41 , accumulator  42 , on-off valve  43 , expansion valve  46 , fan  47 , evaporator  48 , pipe  49  through which the refrigerant of the heat pump flows, heater core (corresponding to a heat radiation section)  50 , cooling and heating switching door  51 , air passage  200 , coolant pump  52 , and pipe  53  through which the coolant (LLC: Long Life Coolant, for example) flows. 
         [0025]    Although the details will be described below, among these components, compressor  41  and water-to-refrigerant heat exchanger  30  are joined to each other to form integrated compression apparatus  100 . Further, as illustrated in  FIG. 1 , integrated compression apparatus  100 , accumulator  42 , on-off valve  43 , and pipe  49  among these components are packaged in a single unit to form a unit apparatus. 
         [0026]    Outside heat exchanger  10  causes the refrigerant to flow through outside heat exchanger  10 , and exchanges heat between the air and the refrigerant by receiving an air blast from heat exchanging fan  19  in the outside of the vehicle interior. Outside heat exchanger  10  functions as an evaporator during heating operation and allows low-pressure and low-temperature refrigerant to flow through outside heat exchanger  10 , thereby providing the heat of air to the refrigerant. Meanwhile, during cooling operation, outside heat exchanger  10  functions as a condenser and allows high-pressure and high-temperature refrigerant to flow therethrough, thereby discharging the heat of the refrigerant to air. 
         [0027]    Compressor  41  compresses the refrigerant to a high temperature and high pressure by electric driving, and sends the refrigerant to water-to-refrigerant heat exchanger  30 . Compressor  41  has properties that generate heat by Joule heat and frictional heat of a drive section. 
         [0028]    Accumulator  42  separates the refrigerant being of a mixture of liquid phase and gas phase, and supplies only the gas-phase refrigerant to compressor  41 . 
         [0029]    On-off valve  43  performs the opening and closing operation under the electric control, thereby performing switching between sending the refrigerant sent out from outside heat exchanger  10  to evaporator  48  side and to accumulator  42  without passing through evaporator  48 . On-off valve  43  is opened to allow the refrigerant to flow during the heating operation, and is closed to prevent the refrigerant from flowing during the cooling operation. 
         [0030]    Expansion valve  46  allows the refrigerant to flow during the cooling operation, and expands the high-pressure refrigerant to low temperature and low pressure and sends it to evaporator  48 . Expansion valve  46  is in a state of substantially closing the flow passage when the pressure of the refrigerant is lowered. Thus, during the heating operation in which on-off valve  43  is opened, the refrigerant does not flow through expansion valve  46 . 
         [0031]    As illustrated in  FIG. 3 , air passage  200  is a flow passage that is used for introducing the external air, or the mixed air of the external air and the inside air from an introduction port, and sends it into the vehicle interior. Fan  47 , evaporator  48 , heater core  50 , and cooling and heating switching door  51  are provided in air passage  200 . 
         [0032]    Fan  47  allows air to flow along air passage  200  by generating the static pressure in air passage  200 . 
         [0033]    Evaporator  48  moves the heat of air to the refrigerant, by allowing the low-temperature refrigerant to flow through evaporator  48  and by allowing the air to flow among a plurality of fin type heat radiation plates. The refrigerant does not flow through evaporator  48  during the heating operation and no action is exerted on the passing air, and meanwhile, the refrigerant flows through evaporator  48  during the cooling operation to cool the passing air. 
         [0034]    Heater core  50  releases the heat of the coolant into the air, by allowing heated coolant to flow through heat core  50  and by allowing air to flow among the plurality of fin type heat radiation plates. Heated coolant flows through heater core  50  during the heating operation to heat the passing air. Further, since the coolant is stopped during the cooling operation, or cooling and heating switching door  51  blocks the passage of air, heater core  50  does not exert any action on the air. 
         [0035]    As illustrated in  FIG. 3 , cooling and heating switching door  51  is a door that performs switching between allowing the air flowing through air passage  200  to pass through heater core  50 , and causing the air to bypass heater core  50 . 
         [0036]    Orifice-provided solenoid valve  20  is a valve that can switch between operating as the expansion valve (function of allowing the refrigerant to pass after decompression) and setting the state in which the on-off valve is opened. 
         [0037]      FIGS. 5A and 5B  are diagrams for describing the operation of orifice-provided solenoid valve  20 .  FIG. 5A  is a diagram illustrating an open state, and  FIG. 5B  is a diagram illustrating a closed state. 
         [0038]    As illustrated in  FIG. 5A , valve  21  is widely opened in the open state, and orifice-provided solenoid valve  20  allows the refrigerant to pass therethrough without substantial decompression. Meanwhile, as illustrated in  FIG. 5B , orifice-provided solenoid valve  20  functions as an expansion valve that decompresses the refrigerant so that the refrigerant is decompressed after the passing the valve, by allowing the refrigerant to pass through the narrow flow passage of orifice  22  in the closed state. 
         [0039]    Orifice-provided solenoid valve  20  introduces the refrigerant from water-to-refrigerant heat exchanger  30  and sends it out to outside heat exchanger  10 . Orifice-provided solenoid valve  20  is closed during the heating operation and is opened during the cooling operation. 
         [0040]    [How Heating Operation Is Performed] 
         [0041]      FIG. 2  illustrates a state of the heating operation of the in-vehicle air conditioning apparatus of Embodiment 1. 
         [0042]    During the heating operation, orifice-provided solenoid valve  20  is closed, on-off valve  43  is opened, and coolant pump  52  is activated. In addition, in air passage  200 , cooling and heating switching door  51  opens the flow passage of heater core  50  side, and fan  47  is driven. 
         [0043]    With such an action, after being compressed by compressor  41  and passing through water-to-refrigerant heat exchanger  30 , the refrigerant is expanded in orifice-provided solenoid valve  20  and becomes a state of low temperature and low pressure. Low-temperature refrigerant absorbs heat from the air by passing through outside heat exchanger  10 . Thereafter, the refrigerant is sent to compressor  41  via accumulator  42  through the valve  43 , without flowing through evaporator  48  side. 
         [0044]    When the refrigerant passes through water-to-refrigerant heat exchanger  30 , the coolant is heated by the high-temperature and high-pressure refrigerant, and the heated coolant is sent to heater core  50  by the action of coolant pump  52 . 
         [0045]    In air passage  200 , the air flowing by fan  47  is sent into the vehicle interior through evaporator  48  and heater core  50 . Since the cold refrigerant does not flow through evaporator  48  and the hot coolant flows through heater core  50 , the air flowing through air passage  200  is heated and sent into the vehicle interior. 
         [0046]    [Cooling Operation Action] 
         [0047]      FIG. 4  is a schematic diagram illustrating a state of cooling operation of the in-vehicle air conditioning apparatus of Embodiment 1. 
         [0048]    During the cooling operation, orifice-provided solenoid valve  20  is opened, on-off valve  43  is closed, and the coolant pump is substantially stopped. Further, in air passage  200 , cooling and heating switching door  51  closes the flow passage of heater core  50  side, and fan  47  is driven. 
         [0049]    With such an action, after being compressed by compressor  41  and passing through water-to-refrigerant heat exchanger  30 , the refrigerant is sent to outside heat exchanger  10  without being decompressed by orifice-provided solenoid valve  20 . Moreover, heat radiation to the air is performed in outside heat exchanger  10 , and the radiated refrigerant is sent to expansion valve  46 . In expansion valve  46 , the radiated refrigerant is expanded to low temperature and low pressure. Next, the low-temperature and low-pressure refrigerant flows through evaporator  48  to cool the air passing through evaporator  48 . Thereafter, the refrigerant is sent to compressor  41  via accumulator  42 . 
         [0050]    When the refrigerant passes through water-to-refrigerant heat exchanger  30 , since the coolant does not flow, the refrigerant passes therethrough while remaining in the high-temperature and high-pressure state. Since the coolant does not flow, heater core  50  is not heated. 
         [0051]    In air passage  200 , air flowing by fan  47  is cooled by evaporator  48  and sent into the vehicle interior. 
         [0052]    [Configuration of Integrated Compression Apparatus  100 ] 
         [0053]      FIG. 6  is a diagram illustrating the configuration of an integrated compression apparatus of Embodiment 1, and  FIG. 7  is a perspective view illustrating a second joint portion of the water-to-refrigerant heat exchanger. 
         [0054]    Integrated compression apparatus  100  is formed by integrally jointing water-to-refrigerant heat exchanger  30  and compressor  41 . Water-to-refrigerant heat exchanger  30  is fixed above compressor  41 . In addition, when installing compressor  41  on the vehicle, as viewed from compressor  41 , a direction of application of gravity is a downward direction, and a direction opposite to the direction is an upward direction. 
         [0055]    Compressor  41  includes: a body in which an electric motor and a compression pump are embedded; and two joints  41   a  and  41   b  provided above the body. One joint  41   a  is provided with a send-out port that sends out compressed refrigerant to the outside, and the other joint  41   b  is provided with an introduction port that is used for introducing the uncompressed refrigerant from the outside. 
         [0056]    Water-to-refrigerant heat exchanger  30  is provided with body section  30 A having a plurality of flat flow passages stacked in a layered shape therein, a plurality of joints  31  to  35  to which pipes of the coolant or the refrigerant are connected, and thin pipe  37  for returning the lubricating oil. 
         [0057]    Among the plurality of flat flow passages in body section  30 A, half of the flat flow passages is each a flow passage through which the coolant flows, and the other half thereof is each a flow passage through which the refrigerant flows. The plurality of flow passages through which the coolant flows and the plurality of flow passages through which the refrigerant flows are alternately stacked. With a configuration, the refrigerant and the coolant flowing through the flow passages are in a state of being adjacent to each other in a wide area with a partition having high thermal conductivity interposed therebetween, so that it is possible to replace heat with high efficiency. 
         [0058]    Among the plurality of joints  31  to  35 , first joint (corresponding to a first fitting section)  34  is provided below body section  30 A and connected to joint  41   a  of compressor  41 . Joint  34  is fixed to the body of compressor  41  via fixing frame  34   a  at high strength. One end of a base pipe (header) configured to supply the refrigerant to the plurality of flow passages of body section  30 A is opened to joint  34 . 
         [0059]    Second joint (corresponding to a second fitting section)  35  is provided below body section  30 A and is connected to joint  41   b  of compressor  41 . Joint  35  is fixed to the body of compressor  41  via fixing frame  35   a  at high strength. As illustrated in  FIG. 7 , short tubular refrigerant passage  35   b  is formed in joint  35  and fixing frame  35   a , and one end of refrigerant passage  35   b  is opened to an end portion of joint  35 , and the other end of refrigerant passage  35   b  is opened to the upper surface of fixing frame  35   a . Pipe  49  of refrigerant is connected to the upper surface of fixing frame  35   a , and the refrigerant is sent to compressor  41  from pipe  49  via refrigerant passage  35   b.    
         [0060]    Among the plurality of joints  31  to  35 , third and fourth joints  31  and  32  are connected to pipe  53  of the coolant. One end of the base pipe configured to supply the coolant to the plurality of flow passages of body section  30 A is opened to joint  31 , and one end of the base pipe configured to discharge the coolant from the plurality of flow passages of body section  30 A is opened to joint  32 . The coolant introduced from joint  31  flows into the plurality of flow passages of body section  30 A via the base pipe of the introduction side, and then is sent out from joint  32  via the base pipe of the sending-out side. 
         [0061]    Fifth joint  33  is connected to pipe  49  of the refrigerant. Joint  33  connects one end of base pipe  36  of the sending-out side of the refrigerant to outside pipe  49 . 
         [0062]    In the example of  FIG. 6 , third to fifth joints  31  to  33  are provided above water-to-refrigerant heat exchanger  30 , but the arrangement thereof is not particularly limited. 
         [0063]    One end of thin pipe  37  is in communication with the bottom of base pipe  36 , and the other end thereof is in communication with the middle of refrigerant passage  35   b . Thin pipe  37  returns lubricating oil of compressor  41  to be mixed with the refrigerant to compressor  41 . High-pressure refrigerant flows though base pipe  36 , and low-pressure refrigerant flows through refrigerant passage  35   b . However, since thin pipe  37  is thin and there is great fluid resistance, it is possible to return the lubricating oil flowing down below base pipe  36  to compressor  41  via refrigerant passage  35   b , almost without back-flow of the refrigerant. 
         [0064]    When the lubricating oil is mixed with the refrigerant and passes through the respective portions of the heat pump, the lubricating oil acts to slightly lower the air conditioning performance. However, in this embodiment, after most of the lubricating oil moves to water-to-refrigerant heat exchanger  30  from compressor  41 , it is immediately returned to compressor  41 . Accordingly, in this embodiment, it is possible to reduce the amount of lubricating oil to be mixed with the refrigerant, thereby further improving the air conditioning performance. 
         [0065]    According to integrated compression apparatus  100  as described above, by separately providing water-to-refrigerant heat exchanger  30  and compressor  41 , compared to a configuration in which these elements are connected to each other by the pipe, it is possible to provide an overall compact in-vehicle air conditioning apparatus, and therefore, installation onto the vehicle is also facilitated. Further, the heat loss in the pipe decreases, and it is possible to improve the energy efficiency, especially during the heating operation. 
         [0066]    Further, since water-to-refrigerant heat exchanger  30  is fixed to the top of compressor  41 , it is possible to suppress vibration during driving of compressor  41 , thereby achieving a quiet and calm state of the in-vehicle air conditioning apparatus. Further, since water-to-refrigerant heat exchanger  30  is fixed to the top of compressor  41 , it is possible to easily return the lubricating oil in the refrigerant to compressor  41 . 
         [0067]    In addition, the fixed position of water-to-refrigerant heat exchanger  30  is not limited to the top of compressor  41 , and for example, water-to-refrigerant heat exchanger  30  may be integrally fixed to the bottom of compressor  41 . Further, water-to-refrigerant heat exchanger  30  may be integrally fixed to the side surface of compressor  41 . 
         [0068]    By fixing the water-to-refrigerant heat exchanger to the bottom, it is possible to lower the center of gravity of integrated compression apparatus  100 . The low center of gravity improves the stability during installation onto the vehicle, and thus, setting the layout during installation onto the vehicle is also facilitated. Further, by fixing the water-to-refrigerant heat exchanger to the side surface, for example, it is possible to stably install integrated compression apparatus  100  next to the fender of the vehicle. The stability of integrated compression apparatus  100  is improved by the layout, and space saving of an installation location of the air conditioning apparatus in the vehicle is achieved. 
         [0069]    Further, according to the unit apparatus of the present embodiment in which integrated compression apparatus  100 , accumulator  42 , on-off valve  43 , and pipe  49  among these components are formed by a single package, the following effects are obtained. That is, by adding the unit apparatus, without adding any modification to the configuration of air passage  200  provided in a conventional vehicle, it is possible to achieve an in-vehicle air conditioning apparatus capable of cooling and heating that utilizes the heat pump. 
       Embodiment 2 
       [0070]    Embodiment 2 is mainly different from Embodiment 1 in that Embodiment 2 includes heat absorber  60  (corresponding to the heat absorption section) that takes in heat, which has been discharged into the environment from compressor  41 , into the coolant. The same configurations as those of Embodiment 1 are denoted by the same reference numerals and the detailed description thereof will not be provided. 
         [0071]      FIG. 8  is a schematic diagram illustrating a circuit of the refrigerant and the coolant of the in-vehicle air conditioning apparatus of Embodiment 2.  FIG. 9  is a diagram illustrating a configuration of integrated compression apparatus  100 A of Embodiment 2.  FIG. 10  is a perspective view illustrating a configuration of heat absorber  60 . 
         [0072]    As illustrated in  FIGS. 9 and 10 , heat absorber  60  is provided with mat-like heat insulating material  62  and pipe  63  having high thermal conductivity. Pipe  63  is fixed around compressor  41  in a state of high thermal conductivity, and heat insulating material  62  covers the periphery thereof. Joints  63   a  are provided at both ends of pipe  63 . Heat insulating material  62  includes a heat storage member and has a function of storing heat. 
         [0073]    As illustrated in  FIG. 9 , intermediate pipe  38  and joint  39  are added to water-to-refrigerant heat exchanger  30 . 
         [0074]    Pipe  53  leading to coolant pump  52  is connected to one end of intermediate pipe  38 , and pipe  63  of heat absorber  60  is connected to the other end thereof. Intermediate pipe  38  sends the coolant sent from coolant pump  52  to heat absorber  60  without any additional processing. Intermediate pipe  38  may be fixed to body section  30 A of water-to-refrigerant heat exchanger  30  and may have a configuration separate from body section  30 A. 
         [0075]    One end of the base pipe of the coolant of body section  30 A is opened to joint  39  so that the coolant introduced from joint  39  flows through the plurality of flow passages of the body section  30 A via the base pipe of body section  30 A. 
         [0076]      FIG. 11  is a perspective view illustrating the joint portion of the pipe of the coolant. 
         [0077]    As illustrated in  FIG. 11 , joints  38  and  39  of water-to-refrigerant heat exchanger  30  and joints  63   a  and  63   a  of heat absorber  60  are configured in an easily connectable manner, respectively. That is, by inserting joint connector  38   a  (or  39   a ) of water-to-refrigerant heat exchanger  30  into joint  63   a  of heat absorber  60  and by plugging clip CL into groove z of joint  63   a , clip CL is locked in joint connector  38   a  (or  39   a ) of water-to-refrigerant heat exchanger  30 , and both elements are locked so as not to fall out. 
         [0078]    As illustrated in  FIG. 8 , in Embodiment 2, the coolant is circulated among water-to-refrigerant heat exchanger  30 , heat absorber  60 , and heater core  50 . 
         [0079]    According to the in-vehicle air conditioning apparatus of Embodiment 2, during the heating operation, heat generated by compressor  41  is absorbed by the coolant sent to water-to-refrigerant heat exchanger  30  from heater core  50  on the way. Moreover, the heat is utilized when heater core  50  heats the air. Therefore, according to the in-vehicle air conditioning apparatus of Embodiment 2, it is possible to further improve the thermal efficiency of the heating operation. 
         [0080]    The embodiments of the present invention have been described thus far. 
         [0081]    In the above-described embodiments, specific configurations as the circuit of the refrigerant and the circuit of the coolant have been described by way of an example. However, the invention in which the compressor is integrated with the water-to-refrigerant heat exchanger is not limited to the circuits of the refrigerant and the coolant illustrated in the embodiments, and is useful for application to various circuits. 
         [0082]    In the above-described embodiments, the configuration in which compressor  41  and water-to-refrigerant heat exchanger  30  are joined by jointing of the joint portion of the pipe has been described as an example, but various joint methods such as a method of jointing them together via a joint frame may be adopted. 
         [0083]    The disclosure of the specification, drawings, and abstract in Japanese Patent Application No. 2012-071029 filed on Mar. 27, 2012 is incorporated herein by reference in its entirety. 
       INDUSTRIAL APPLICABILITY 
       [0084]    The present invention can be usefully applied to an in-vehicle air conditioning apparatus mounted in a vehicle. 
       REFERENCE SIGNS LIST 
       [0000]    
       
           10  Outside heat exchanger 
           20  Orifice-provided solenoid valve 
           30  Water-to-refrigerant heat exchanger 
           34  First joint 
           35  Second joint 
           35   b  Refrigerant passage 
           36  Base pipe 
           37  Thin pipe 
           41  Compressor 
           41   a ,  41   b  Joint 
           42  Accumulator 
           43  On-off valve 
           46  Expansion valve 
           47  Fan 
           48  Evaporator 
           49 ,  53 ,  63  Pipe 
           50  Heater core 
           51  Cooling and heating switching door 
           52  Coolant pump 
           60  Heat absorber 
           62  Thermal insulation material 
           100 ,  100 A Integrated compression apparatus 
           200  Air passage