JP2000043561A - Automobile air-conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automobile air-conditioning device able to regulate a refrigerant flow rate by using an expansion valve while using a condenser in a room as a radiator during heating and as a heat absorber during cooling. SOLUTION: This automobile air-conditioning device comprises an expansion valve 61 to convert a high pressure liquid refrigerant to a low pressure liquid refrigerant and regulate a flow rate of a circulating refrigerant; and a flow passage switching means 60 to switch a flow passage for a refrigerant fed through a bypass passage 53 or a main condenser 52. In this case, during heating operation, a refrigerant is caused to flow through, in order, a subcondenser 56, an expansion valve 61, and an evaporator 57 by the flow passage switching means 60 and during cooling operation, the refrigerant is caused to flow through, in order, the expansion valve 61, the evaporator 57, and the subcondenser 56. Further, it is preferable that the flow direction of the refrigerant flowing through the subcondenser 56 is reversed between a heating operation time and a cooling operation time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heat pump type air conditioner for a vehicle that heats a vehicle interior by utilizing heat of condensation generated when refrigerant condenses.

[0002]

2. Description of the Related Art An electric vehicle whose driving source is an electric motor has less heat energy as a heat source for heating as compared with a gasoline engine vehicle that can use high-temperature engine cooling water. Also, in a gasoline engine vehicle, it takes a predetermined time after the engine is started before the engine cooling water is used for heating.

[0003] Conventionally, as a vehicle air conditioner, for example, as shown in FIGS. 21 and 22, a heating and cooling cycle operation using a refrigerant, that is, a so-called heat pump cycle operation is performed to heat the vehicle interior. Air-conditioning systems designed to do so have been developed.

In this air conditioner for automobiles, an evaporator 57 and a sub-condenser 56 are arranged in order from the upstream side in a duct for sending the introduced air toward the vehicle interior. A working main condenser 52 is provided.

During the heating operation, the refrigerant discharged from the compressor 51 bypasses the main condenser 52 and passes through the bypass passage 53 as shown in FIG.
Via the four-way valve 54, the compressor 51 → the sub-condenser 56 → the orifice tube 55 → the evaporator 57 →
It flows along the path of the accumulator 58 → the compressor 51. As a result, the gas refrigerant discharged from the compressor 51 is condensed and liquefied by the sub-condenser 56 and radiates heat, so that the air dehumidified by the evaporator 57 is heated and blown out into the vehicle cabin, thereby heating the vehicle cabin. Is performed.

On the other hand, during the cooling operation, as shown in FIG. 22, the refrigerant discharged from the compressor 51 passes through the main condenser 52 without passing through the bypass passage 53, passes through the four-way valve 54, and flows through the compressor 51 → the main body. Capacitor 52 → orifice tube 55 → sub-condenser 56
It flows along the route of evaporator 57 → accumulator 58 → compressor 51. Thus, the gas refrigerant discharged from the compressor 51 is supplied to the main condenser 5
After being condensed in 2 and becoming a high-pressure liquid refrigerant, a throttle action is performed in the orifice tube 55, and the low-pressure refrigerant is easily vaporized. For this reason, in the illustrated device, the sub-condenser 56 and the evaporator 57 are used as heat sinks, and the evaporator 57 and the sub-condenser 56
In both cases, the air that has been efficiently cooled and dehumidified is blown out into the vehicle interior, and the interior of the vehicle is cooled.

[0007]

However, in the above-mentioned conventional air conditioner for automobiles, the orifice tube 55 is used to narrow the high-pressure liquid refrigerant to a low-pressure refrigerant which is easily vaporized. However, there is a problem that the flow rate of the refrigerant circulating in the refrigeration cycle cannot be controlled.

Therefore, the performance of the heat exchanger cannot be maximized, and it is not always easy to stabilize the cycle. That is, when the orifice tube 55 is used, the refrigerant flow rate becomes constant,
When the heat load is large, the refrigerant evaporates completely before reaching the outlet of the evaporator, and the function of the evaporator becomes small.When the heat load is small, the evaporation of the refrigerant is not completed even at the outlet of the evaporator, There is a possibility that the liquid is sucked into the compressor as it is.

On the other hand, in the conventional automobile air conditioner shown in FIGS. 21 and 22, the flow of the refrigerant in the orifice tube is reversed between the heating operation and the cooling operation. Therefore, instead of the orifice tube,
It has not been possible to use an expansion valve that does not allow backflow and that can adjust the flow rate of the refrigerant.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the prior art, and an object of the present invention is to provide an expansion valve using a vehicle interior condenser as a radiator for heating and a heat absorber for cooling. It is an object of the present invention to provide an air conditioner for an automobile, in which the flow rate of a refrigerant can be adjusted by using the air conditioner.

[0011]

According to a first aspect of the present invention, there is provided a refrigeration cycle comprising a compressor, a vehicle exterior condenser, a vehicle interior condenser, and a vehicle interior evaporator. Has a bypass passage for flowing the refrigerant discharged from the outside of the vehicle exterior condenser, bypassing the refrigerant discharged from the compressor, during heating operation, directly introduced into the vehicle interior condenser via the bypass passage, In the automotive air conditioner, which is introduced into the exterior condenser without passing through the bypass passage during the cooling operation, the high-pressure liquid refrigerant is converted into the low-pressure liquid refrigerant and the expansion rate capable of adjusting the flow rate of the circulating refrigerant is adjusted. Cut off the valve and the flow path of the refrigerant sent through the bypass passage or the outside condenser. Flow path switching means for changing the flow path, the refrigerant flow in the order of the vehicle interior condenser, the expansion valve, and the vehicle interior evaporator during the heating operation, and the expansion during the cooling operation. The refrigerant flows in the order of the valve, the interior cabin evaporator, and the interior cabin condenser.

According to a second aspect of the present invention, in the air conditioner for an automobile according to the first aspect, the flow direction of the refrigerant flowing in the vehicle interior condenser is changed between a heating operation and a cooling operation. It is characterized by being reversed.

According to a third aspect of the present invention, in the vehicle air conditioner according to the first or second aspect, the flow path switching means includes six pipes through which fluid flows in and out. A cylindrical main body to be connected, a pair of spaced-apart disc-shaped valves slidingly in contact with the inner surface of the main body, a plate-shaped slide member connecting the pair of disc-shaped valves, and a plate-shaped slide member attached to the slide member. A flow path switching slide valve formed with a connection flow path for switching a mutual communication state of the pipes, a slide portion movable in an axial direction inside the main body, and fixed to the inside of the main body; And a valve seat in which a valve port communicating with each of the pipes is formed, and the slide valve for switching the flow path slides along a surface, and at least both sides of the main body. Characterized in that it is a channel switching valve having a pressure equalizing pipe for each communicating with both sides of the space of the connected the sliding portion, and a pilot valve for controlling the communication state of the respective pressure equalizing pipe, a.

According to a fourth aspect of the present invention, in the air conditioner for an automobile according to the third aspect, the surface of the valve seat on which the slide valve for switching the passage in the passage switching valve slides. Is formed in a concave shape,
A circumferential dimension of at least the outer opening shape of the valve port is set to be larger than an axial dimension.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. (Embodiment 1) FIG. 1 (A) is a schematic configuration diagram showing the flow of refrigerant during heating of an air conditioner for a vehicle according to Embodiment 1 of the present invention by solid lines, and FIG. Part enlarged view, FIG. 2
FIG. 2A is a schematic configuration diagram showing the flow of a refrigerant during cooling of the vehicle air conditioner by a solid line, and FIG. 2B is an enlarged view of the main part.

This air conditioner for a vehicle has a duct (not shown) for sending air (inside air or outside air) taken in by a blower device toward a vehicle interior.
As a heat exchanger, an evaporator 57 as a vehicle interior evaporator is sequentially provided in a duct from an upstream side where air flows.
And a sub-condenser 56 as a vehicle interior condenser, and outside the duct, a main condenser 52 as a vehicle exterior condenser that works during cooling operation is disposed. At one end of the duct, there is provided a suction port for taking in inside air and / or outside air, and at the other end, there are provided respective outlets for blowing air to various parts of the vehicle interior (neither is shown).

The refrigerating cycle of this apparatus is configured by connecting a compressor 51, a main condenser 52, a sub-condenser 56, an expansion valve 61, an evaporator 57, and an accumulator 58 by refrigerant piping, and sealing a refrigerant therein. . Further, a temperature sensing cylinder and a pressure equalizing pipe 62 are provided in a refrigerant pipe toward the accumulator 58,
At the outlet of the evaporator 57, the temperature and pressure of the gasified refrigerant gas are sensed so that the evaporation of the refrigerant is just completed,
The flow rate of the refrigerant circulating in the cycle is adjusted by the valve opening degree according to the operating conditions.

Further, a bypass passage 53 is provided for allowing the refrigerant discharged from the compressor 51 to flow around the main condenser 52 so as to bypass the main condenser 52. This allows the condenser 52 to function during the heating operation and the cooling operation during the cooling operation. 56 can be switched. The main capacitor 52
A condenser fan device (not shown) for supplying air for heat exchange to the rear surface is provided on the rear surface of the device. Reference numeral 59 in the figure denotes a refrigerant recovery path for returning so-called stagnant refrigerant mainly staying in the main condenser 5 to the suction side of the compressor 51.

In this embodiment, a flow path switching means 60 for switching the flow path of the refrigerant sent through the bypass passage 53 or the main condenser 52 is provided. That is, the flow path switching means 60 is disposed downstream of the main condenser 52 and further downstream of the junction with the bypass passage 53 as shown in the figure.

As the flow path switching means 60, a six-way valve capable of switching the flow paths of the six pipes 17 to 22 through which the fluid flows in and out is used. The refrigerant pipe from the upstream side is connected to the pipe 17 of the flow path switching unit 60. The pipe 18 is connected to an inlet of an evaporator 57 via an expansion valve 61, the pipe 19 is connected to an outlet of a sub-condenser 56, and the pipe 20 is connected to a compressor 51 via an accumulator 58.
And the pipe 21 is connected to the outlet of the evaporator 57,
2 is connected to the inlet of the sub-condenser 56.

Therefore, during the heating operation, the refrigerant flows in the order of the sub-condenser 56, the expansion valve 61, and the evaporator 57, as shown in FIG. As shown in (B), the expansion valve 61, the evaporator 57, the sub-condenser 5
It is possible to flow the refrigerant in the order of 6.

FIG. 3 is a schematic structural view of the flow path switching means 60,
FIG. 4 is a sectional view taken along line XX of FIG. 3, and FIG. 5 is a schematic perspective view showing the slide valve 12 for switching the flow path and the valve seat 2.

In the illustrated flow path switching means 60, the valve body 24 and the pilot valve 3 include three equalizing pipes 14, 1
5 and 16 are connected.

The valve body 24 has a cylindrical main body 1.
The main body 1 has one pipe 17 through which fluid flows in and five pipes 1 through which fluid flows in and out.
A total of six pipes 8 to 22 are connected.

Inside the main body 1 of the valve main body 24, a valve seat 2 fixed to the inner surface of the main body 1 is provided.
And the slide portion 23 that can move in the axial direction are accommodated. The slide portion 23 includes a pair of spaced-apart disc-shaped valves 11 slidably in contact with the inner surface of the main body 1, a plate-shaped slide member 10 connecting the pair of disc-shaped valves 11, and each pipe attached to the slide member 10. 18-2
2 is provided with a passage switching slide valve 12 in which a connection passage 12a for switching the mutual communication state of the two is formed. The valve seat 2 is formed with a valve port 2a communicating with each of the pipes 18 to 22, and the sliding surface 12b of the slide valve 12 for switching the flow path slides on the surface 2b. . Reference numeral 13 in the figure denotes a valve spring, which urges the slide valve 12 for switching the flow channel toward the valve seat 2 by its resilient force.

On the other hand, the pilot valve 3 has a body 5. A first spring 7 and a second spring 9 are housed inside the body 5, and the plunger needle 6 and the needle 8 are arranged between the springs 7 and 9 so as to be able to contact with each other. The spring constant of the first spring 7 is set to be larger than that of the second spring 9. The electromagnetic coil 4 is arranged around the plunger needle 6 and the electromagnetic coil 4 is turned on and off.
By turning off, the plunger needle 6 is moved in the axial direction.

One end of pressure equalizing pipes 14, 15, 16 is connected to the body 5, and when the plunger needle 6 and the needle 8 move in the axial direction, the pressure equalizing pipes 14 and 15 or the pressure equalizing pipes 15 and 16 communicate. State. The other end of the pressure equalizing tube 14 communicates with a space 25 on the left side of the main body 1 in the drawing, and the other end of the pressure equalizing tube 16 communicates with a space 26 on the right side of the main body 1 in the drawing. On the other hand, the pressure equalizing pipe 15 is connected to a pipe which always has a low pressure among the pipes 17 to 22, for example, the pipe 20 in the case of FIG.

The communication state of each of the pressure equalizing tubes 14 to 15 is controlled by the pilot valve 3, so that
A pressure difference is generated between the left and right spaces 25 and 26 of the pair of disc-shaped valves 11 of the valve body 24, and the slide portion 23 is driven in the axial direction. Depending on the position of the passage switching slide valve 12 that is moved at the same time, the mutual communication state of the pipes 18 to 22 is changed, and the flow of the refrigerant can be switched.

FIG. 6 is an enlarged sectional view showing the operating state of the pilot valve when the power is turned off, FIG. 7 is an enlarged sectional view showing the operating state of the pilot valve when the power is turned on, and FIG. It is sectional drawing which shows the operation state of a road switching means. In the schematic configuration diagram of the flow path switching unit shown in FIG.
The operation state of the flow path switching means when the power is turned on is shown.

As shown in FIG. 6, when the electromagnetic coil 4 is not energized, the plunger needle 6 of the pilot valve 3 is moved leftward in the figure by the first spring 7. Then, the plunger needle 6 comes into contact with the needle 8, but since the first spring 7 has a larger spring constant than the second spring 9, the plunger needle 6 moves to the leftmost in the movable range. Then, the insertion holes 5a, 5 of the three equalizing tubes 14, 15, 16
The insertion hole 5c among the b and 5c is a plunger needle 6
And the insertion holes 5a and 5b are opened to communicate with each other.

In this state, when the high-pressure refrigerant flows through the pipe 17 shown in FIG. 3, the main body 1 is filled with the high-pressure refrigerant. The refrigerant flows through the pipes 18 to 22 depending on the position of the slide valve 12 for switching the flow path, either directly or after the pressure has been changed via a connection partner such as the sub-condenser 56 or the evaporator 57.

In FIG. 3, the space 26 on the right side of the disc-shaped valve 11 on the right side is closed by the insertion hole 5c of the pressure equalizing pipe 14 into the pilot valve 3, and the inside of the main body 1 becomes high pressure. Therefore, the high-pressure refrigerant flows through the through hole 11a of the disc-shaped valve 11 on the right side, so that the pressure becomes high. On the other hand, the equalizing pipe 15 is provided with in-out pipes 18 to 22.
Of the disc-shaped valve 11 on the left side and a through hole 11a in the space 25 on the left side of the disc-shaped valve 11 on the left side.
The high-pressure refrigerant flowing from the air flows through the equalizing pipes 14 and 15 into the low-pressure pipe 20, and the pressure in the space 25 decreases.
Therefore, the slide portion 23 is moved to the left in the drawing, and at the same time, the slide valve 12 for switching the flow path is located at the left end. Thereby, the mutual communication state of the pipes 18 to 22 is determined, and the flow of the refrigerant is as shown in FIG.

On the other hand, when the electromagnetic coil 4 is energized as shown in FIG. 7, the magnetic force causes the plunger needle 6 to move to the right. Along with this, the needle 8 is also pushed by the second spring 9 and moves to the right. Then, the insertion hole 5a is closed by the needle 8, and the insertion hole 5b,
5c is open and communicates.

As shown in FIG. 8, in the space 25 on the left side of the left disk-shaped valve 11, the insertion hole 5a of the pilot valve 3 is closed, and the high-pressure refrigerant flows through the through hole 11a of the left disk-shaped valve 11. As a result, the pressure becomes high. On the other hand, the space 26 on the right side of the discoid valve 11 on the right side
Is reduced to a low pressure when the refrigerant therein flows out from the pressure equalizing tube 16. Therefore, the slide portion 23 is moved to the right in the figure, and at the same time, the slide valve 1 for switching the flow path.
2 is located at the right end. Thereby, each pipe 18-2
2 are determined, and the flow of the refrigerant is as shown in FIG.

By using the flow path switching means 60 as described above, a large number of flow paths can be switched by one switching valve, so that the product cost can be reduced and the apparatus can be downsized.

FIG. 9 is a cross-sectional view corresponding to FIG. 2 showing a modified example of the flow path switching means 60, FIG. 10 is a schematic perspective view showing a flow path switching slide valve and a valve seat of the modified example.
11 is a partial plan view of the slide member, FIG. 12 is a cross-sectional view taken along the line YY of FIG. 11, and FIG. 13 is a diagram illustrating an example of connection with a partner component using the flow path switching unit.

In this modification of the flow path switching means 60, the surface 2b of the valve seat 2 on which the slide valve 12 for flow path sliding slides is formed in a concave shape, and at least the outer periphery 27 of the outer opening 27 of the valve port 2a is formed. The difference is that the dimension in the direction is set larger than the dimension in the axial direction. Further, the slide member 10 is different in that the slide member 10 is slidably contacted with the inner surface of the main body 1 and a plurality of through holes 10a are formed. However,
Since other points are the same as those described above, members having the same functions as the members illustrated in FIGS. 3 to 5 are denoted by the same reference numerals, and the description thereof is partially omitted.

According to this modification, as shown in the figure, the valve seat 2 is made larger than that described above and comes into contact with the inner surface of the body 1 in a larger angular range, so that the outer peripheral shape of the outer opening 27 of the valve port 2a is formed. Since the dimension in the direction is larger than the dimension in the axial direction, the mounting angles of the pipes 18 to 22 can be varied to give a degree of freedom. Therefore, as shown in FIG. 13, depending on the layout including the mating parts such as the heat exchangers 28 and 29, it is not necessary to connect the pipes by bending them, and the length of the pipes connected to the flow path switching means is reduced. It can be shortened, and a more compact design becomes possible. In addition, it is also possible to abolish the connecting pipe and adopt a configuration in which the connecting pipe is directly attached.

In addition, since the surface 2b of the valve seat 2 is formed in a concave shape, the slide member 10 can be disposed closer to the center of the main body 1, and when the slide portion 23 is driven by a pressure difference. Bending by the applied force can be avoided as much as possible, and the sliding operation is stabilized. Further, the slide valve 12 for switching the flow path is stably positioned at the center of the concave surface 2b of the valve seat 2, and the movement in the left-right direction in FIG. 9 is suppressed, so that the sealing performance is improved. The surface 2b of the valve seat 2 is shown in FIG.
Are not limited to the substantially V-shaped cross section shown in FIG.

Further, the slide member 10 is enlarged in the width direction to increase rigidity and slides on the inner surface of the main body 1, so that the slide valve 12 for switching the flow path in the upward direction in FIG. The flexure of the slide member 10 due to the application of the force can be effectively prevented by the main body 1. Therefore, the upward movement of the passage switching slide valve 12 is suppressed, and it is possible to prevent a situation in which the passage switching slide valve 12 separates from the valve seat 2 and cannot seal the fluid.

As shown in FIG. 11, the slide member 10 has a plurality of through holes 10a,
It is possible to prevent the resistance of the flow of the fluid from increasing due to the enlargement of the slide member 10. Further, as shown in FIG. 12, it is preferable to perform burring on the through-hole 10a because a reduction in strength due to the formation of the through-hole 10a can be prevented. It is needless to say that such a slide member 10 in which a plurality of through holes 10a are formed in sliding contact with the inner surface of the main body 1 can be used in the above-described one shown in FIG.

FIG. 14 is a plan view showing the inner opening shape of the valve port of the valve seat together with the opening shape of the connection flow path of the slide valve for switching the flow path. FIG. (B) shows the opening shape shown in FIGS. 4 and 5 and FIGS. 9 and 10 (a projection view in the case of the opening shape shown in FIGS. 9 and 10). The opening shape of the connection flow path of the flow path switching slide valve is indicated by a two-dot chain line.

Referring to FIG. 14A, the opening shape 32 of the connection flow path 12a of the slide valve 12 for switching flow path is
Long holes 32 along the circumferential direction at both ends of the long holes 32a along the axial direction
b is formed in a substantially I shape, and the valve seat 2
The inner opening shape 31 of the valve port 2a is formed so as to substantially coincide with the elongated hole 32b along the circumferential direction.

Here, the slide valve 12 for switching the flow path receives a lift with respect to the valve seat 2 due to the fluid pressure. The area where the lift is received is located inside the valve port 2a of the valve seat 2 shown in FIG. An internal region of the opening shape 31;
This is a union area with the internal area of the opening shape 32 of the connection flow path 12a of the flow path switching slide valve 12.

Therefore, according to the opening shape shown in FIG. 14A, the opening shape shown in FIG.
The lift force of the slide valve 12 for switching the flow path by the fluid pressure on the valve seat 2 increases. Thereby, friction at the time of sliding movement of the passage switching slide valve 12 is reduced, and smoother driving becomes possible. Further, since the inside opening shape 31 of the valve port 2a of the valve seat 2 becomes a long hole along the circumferential direction, it approaches the outside opening shape 27 and the pipes 18 to
It is advantageous from the viewpoint of the flow path resistance and the workability when the angle 22 is mounted at an angle. In addition, instead of the opening shape as shown in FIG. 14A, it is conceivable to simply increase the opening shape as a whole to increase the lift, but since the entire flow path switching means becomes large, Not very good.

Next, the operation of the present embodiment will be described. As shown in FIG. 1A, during the heating operation, the high-temperature and high-pressure gas refrigerant discharged from the compressor 51 bypasses the main condenser 52, flows through the bypass passage 53, and flows to the flow path switching unit 60. In the figure,
The thick solid line indicates the flow of the high-pressure refrigerant, the thin solid line indicates the flow of the low-pressure refrigerant, and the dashed line indicates the path without the refrigerant flow (FIG. 1,
2, FIG. 15 to FIG. 22).

At this time, the slide portion 23 is slid to the left end position as shown in FIGS. Therefore, the refrigerant flows from the pipe 17 of the flow path switching unit 60 through the pipe 22 to the sub-condenser 56, where it is liquefied by radiating heat.
To the pipe 18. Then, the refrigerant from the pipe 18 passes through the expansion valve 61, and by the throttling action,
After changing from a high-pressure liquid refrigerant to a low-temperature, low-pressure, easily vaporizable refrigerant, the refrigerant flows into the evaporator 57. Evaporator 57
The refrigerant that has absorbed heat and vaporized in the flow path is connected to the pipes 21 to 20 of the flow path switching unit 60 and the accumulator 58.
And returns to the compressor 51.

Therefore, the air passing through the duct (not shown) is dehumidified by the evaporator 57, heated by the sub-condenser 56, and blown out into the vehicle compartment, thereby heating the vehicle compartment. Become. Note that the refrigerant stored in the main condenser 52 is recovered through the refrigerant recovery path 59.

As shown in FIG. 2A, during the cooling operation, the high-temperature and high-pressure gas refrigerant discharged from the compressor 51 flows into the main condenser 52 without passing through the bypass passage 53, and radiates heat there. After liquefaction, it flows to the flow path switching means 60.

At this time, the slide portion 23 is slid to the right end position as shown in FIGS. Therefore, the refrigerant changes from a high-pressure liquid refrigerant to a low-temperature and low-pressure vaporizable refrigerant by a throttling action through the expansion valve 61 via the pipe 18 of the flow path switching means 60, and then flows into the evaporator 57. The refrigerant that has absorbed heat and vaporized in the evaporator 57 is supplied to the pipe 21 of the flow path switching unit 60.
Through the pipe 22 to the sub-condenser 56,
It further absorbs heat and evaporates. The refrigerant that has exited the sub-condenser 56 passes through the pipe 20 from the pipe 19 of the flow path switching means 60, and only the gas refrigerant returns to the compressor 51 via the accumulator 58.

Therefore, the air passing through the duct (not shown) is efficiently cooled by both the evaporator 57 and the sub-condenser 56 and is blown out into the vehicle interior, thereby cooling the interior of the vehicle interior.

Here, an expansion valve 61 is used, and its temperature sensing tube and pressure equalizing tube 62 are connected to the accumulator 5 as shown in the figure.
8, the temperature and pressure of the refrigerant entering the compressor 51 via the accumulator 58 can be sensed to always obtain an appropriate valve opening degree. In both heating and cooling, the heat absorber is provided. Even if the number (volume) of heat exchangers used changes, the capacity of the heat exchanger can be maximized, and the cycle can be stabilized.

Furthermore, unlike the conventional apparatus shown in FIGS. 21 and 22, during cooling, unlike during heating, the refrigerant can first pass through the evaporator 57, which is a heat exchanger dedicated to the heat absorber. Further improvement of the cooling performance and uniformization of the air temperature after cooling can be realized.

(Embodiment 2) FIG. 15 (A) is a schematic configuration diagram showing the flow of refrigerant during heating of an air conditioner for a vehicle according to Embodiment 2 of the present invention by a solid line, and FIG. FIG. 16A is a schematic configuration diagram showing the flow of refrigerant during cooling of the air conditioner for a vehicle by solid lines, and FIG.
FIG. 6 (B) is an enlarged view of the main part. Members common to those shown in FIGS. 1 and 2 are denoted by the same reference numerals, and description thereof is omitted.

This embodiment differs from the above-described embodiment in that only the flow direction of the refrigerant in the sub-condenser 56 is reversed between the time of cooling and the time of heating by changing the way of connecting the path to the flow path switching means 60. This is different from the first mode. Specifically, the pipe 18 is connected to the evaporator 5 through the expansion valve 61.
7, the pipe 19 is connected to one of the inlets and outlets of the sub-condenser 56, the pipe 20 is connected to the outlet of the evaporator 57, the pipe 21 is connected to the compressor 51 via the accumulator 58, and the pipe 22 is connected to the other inlet and outlet of the sub-condenser 56. Is done. That is, the connection method to the pipe 20 and the pipe 21 is opposite to that of the first embodiment.

In general, in the radiator, the refrigerant flows in a gaseous state, gradually liquefies, and the volume decreases. Therefore, from the viewpoint of making the passage resistance uniform and improving the performance, the passage cross-sectional area is gradually reduced. It is desirable to do. On the other hand, in the heat absorber, the refrigerant evaporates gradually, so it is desirable to gradually increase the cross-sectional area of the passage. That is, in the present invention, since the sub-condenser 56 is used as a radiator during heating and as a heat sink during cooling, if the flow direction of the refrigerant is the same during cooling and during heating, the passage resistance is large at least in any one of the cases. turn into. In contrast,
According to the second embodiment, since the flow direction of the refrigerant in the sub-condenser 56 is reversed between the time of cooling and the time of heating, the same effect as in the above-described embodiment can be obtained.
It is possible to further improve the performance without increasing the passage resistance and adversely affecting other components.

(Embodiment 3) FIG. 17 is a schematic configuration diagram showing the flow of a refrigerant at the time of heating of an air conditioner for a vehicle according to Embodiment 3 of the present invention by a solid line, and the members shown in FIG. The same reference numerals are given to members common to the above, and the description thereof will be omitted.

This embodiment differs from the second embodiment in that an integral expansion valve 63 is used in which refrigerant at the evaporator outlet is passed through the expansion valve so that the pressure and temperature can be detected inside. ing. In this case, the same effects as those of the above embodiment can be obtained, and the connection of the temperature sensing tube and the equalizing tube is not required, so that the assembling operation is simplified. Further, it can be directly attached to the front and rear parts of the refrigeration cycle such as the evaporator and the flow path switching means via a mounting flange or the like, so that the number of parts can be reduced and the size can be reduced.

(Embodiment 4) FIG. 18 is a schematic configuration diagram showing the flow of refrigerant during heating of an air conditioner for a vehicle according to Embodiment 4 of the present invention by solid lines, and shows members shown in FIG. The same reference numerals are given to members common to the above, and the description thereof will be omitted.

In this embodiment, the accumulator 58
This embodiment is different from the second embodiment in that a liquid tank 64 is employed instead of the liquid tank 64. In the present invention, the expansion valve 61 can be used in contrast to the conventional use of an orifice tube, so that the degree of superheat of the refrigerant at the inlet of the compressor 51 can be adjusted, and the accumulator 58
Can be used instead of the liquid tank 64. Thereby, in addition to the same effect as the above embodiment, the liquid refrigerant can always flow through the expansion valve regardless of the fluctuation of the refrigerant flow rate, so that the heat exchange efficiency is improved and the performance is improved, Also, hunting and abnormal noise due to mixing of gas are prevented, and the system is stabilized. Also,
Generally, the liquid tank can be made smaller than the accumulator, which is advantageous in space saving and arrangement layout.

(Embodiment 5) FIG. 19A is a schematic configuration diagram showing the flow of refrigerant during heating of an air conditioner for a vehicle according to Embodiment 5 of the present invention by solid lines, and FIG. FIG. 20A is a schematic configuration diagram showing the flow of the refrigerant during cooling of the air conditioner for a vehicle by a solid line, and FIG.
0 (B) is an enlarged view of the main part, and FIGS.
The same reference numerals are given to members common to the members shown in,
The description is omitted.

This embodiment differs from the second embodiment in that a four-way valve 54 and solenoid valves 65, 65 are used instead of the flow path switching means 60. Four-way valve 54
In this embodiment, only one connection flow path is formed in the flow path switching slide valve 12 in the flow path switching means 60 shown in FIG. 3, and the flow paths flowing through four pipes are switched. is there. The solenoid valve 65 on the left side in the figure is opened during heating and closed during cooling, while the solenoid valve 65 on the right side in the figure is closed during heating and opened during cooling.

As described above, the present invention is not necessarily limited to the configuration using the flow path switching means 60 which is a six-way valve. For example, a four-way valve or a solenoid valve as shown in FIGS. The same effect as in the above embodiment can be obtained by the combination.

The embodiments described above are not described to limit the present invention, and various modifications can be made by those skilled in the art within the technical concept of the present invention.

[0065]

As described above, according to the first aspect of the present invention, an expansion valve capable of converting a high-pressure liquid refrigerant into a low-pressure liquid refrigerant and adjusting the flow rate of circulating refrigerant, a bypass passage or the bypass passage, Flow path switching means for switching the flow path of the refrigerant sent through the exterior condenser, and the refrigerant flow in the order of the interior condenser, the expansion valve, and the interior evaporator during the heating operation. During the cooling operation, the refrigerant flows in the order of the expansion valve, the vehicle interior evaporator, and the vehicle interior condenser, so the expansion valve is used while using the vehicle interior condenser as a radiator during heating and as a heat sink during cooling. This makes it possible to adjust the flow rate of the refrigerant.

Therefore, while cooling can be efficiently performed by both the vehicle interior evaporator and the vehicle interior condenser, the flow rate of the refrigerant is adjusted using the expansion valve, so that both during heating and during cooling can be performed. It is possible to maximize the capacity of the heat exchanger and stabilize the cycle.

Further, at the time of cooling, the refrigerant can first pass through the vehicle interior evaporator, which is a heat exchanger dedicated to the heat sink, so that the cooling performance is further improved and the air temperature after cooling is made uniform. be able to.

According to the second aspect of the present invention, since the flow direction of the refrigerant in the vehicle interior condenser is reversed between the time of cooling and the time of heating, the passage resistance increases and adversely affects other components. And performance can be further improved.

According to the third aspect of the present invention, since the flow path switching means for switching the flow paths of the six pipes connected to the main body is used, a large number of switching valves can be provided by one switching valve. Can be switched, thereby reducing product cost and downsizing of the apparatus.

According to the fourth aspect of the present invention, since the circumferential dimension of the outer opening shape of the valve port is made larger than the axial dimension, it is possible to give a degree of freedom by varying the mounting angle of the pipe. Can be. Therefore, depending on the layout including the mating parts such as the heat exchanger, it is not necessary to connect the pipes by bending them, so that the length of the pipes connected to the flow path switching means can be reduced, and a more compact design can be achieved. Becomes possible.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing the flow of a refrigerant during heating of an air conditioner for a vehicle according to a first embodiment of the present invention by a solid line.

FIG. 2 is a schematic configuration diagram showing a flow of a refrigerant during cooling of the air conditioner for a vehicle by a solid line.

FIG. 3 is a schematic configuration diagram of a flow path switching unit.

FIG. 4 is a sectional view taken along line XX of FIG. 3;

FIG. 5 is a schematic perspective view showing a slide valve for switching a flow path and a valve seat.

FIG. 6 is an enlarged sectional view showing an operation state of a pilot valve when power is turned off.

FIG. 7 is an enlarged sectional view showing an operation state of a pilot valve when energization is turned on.

FIG. 8 is a cross-sectional view illustrating an operation state of a flow path switching unit when energization is turned on.

FIG. 9 is a cross-sectional view corresponding to FIG. 2, showing a modification of the flow path switching means.

FIG. 10 is a schematic perspective view showing a slide valve for flow path switching and a valve seat according to the modification.

FIG. 11 is a partial plan view of a slide member.

FIG. 12 is a sectional view taken along line YY of FIG. 11;

FIG. 13 is a diagram illustrating an example of connection with a partner component using a flow path switching unit.

FIG. 14 is a plan view showing an inner opening shape of a valve port of a valve seat together with an opening shape of a connection flow path of a slide valve for switching a flow path.

FIG. 15 is a schematic configuration diagram illustrating a flow of a refrigerant during heating of the air conditioner for a vehicle according to the second embodiment of the present invention by a solid line.

FIG. 16 is a schematic configuration diagram showing the flow of a refrigerant during cooling of the air conditioner for a vehicle by a solid line.

FIG. 17 is a schematic configuration diagram illustrating a flow of a refrigerant during heating of the air conditioner for a vehicle according to the third embodiment of the present invention by a solid line.

FIG. 18 is a schematic configuration diagram illustrating the flow of a refrigerant during heating of an air conditioner for a vehicle according to a fourth embodiment of the present invention by a solid line.

FIG. 19 is a schematic configuration diagram illustrating, with solid lines, a refrigerant flow during heating of an air conditioner for a vehicle according to a fifth embodiment of the present invention.

FIG. 20 is a schematic configuration diagram showing the flow of a refrigerant during cooling of the air conditioner for a vehicle by a solid line.

FIG. 21 is a schematic configuration diagram showing the flow of refrigerant during heating of a conventional automotive air conditioner by a solid line.

FIG. 22 is a schematic configuration diagram showing a flow of a refrigerant during cooling of the air conditioner for a vehicle by a solid line.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Body body, 2 ... Valve seat, 2a ... Valve port, 3 ... Pilot valve, 10 ... Slide member, 11 ... Discoid valve, 12 ... Slide valve for flow path switching, 12a ... Connection flow path, 14-16 ... Equalizing pipe, 17-22 ... Pipe, 23 ... Sliding part, 25,26 ... Space, 27 ... Outer opening shape, 51 ... Compressor, 52 ... Main condenser (condenser outside car compartment), 56 ... Sub condenser (condenser inside car) 57, a vehicle interior evaporator, 53, a bypass passage, 60, a flow path switching means, 61, an expansion valve.

Claims (4)

[Claims] A compressor (5) constituting a refrigeration cycle.
1), including a vehicle exterior condenser (52), a vehicle interior condenser (56), and a vehicle interior evaporator (57), and bypasses the refrigerant discharged from the compressor (51) to the vehicle exterior condenser (52). A bypass passage (53) for flowing, and a refrigerant discharged from the compressor (51) is directly introduced into the vehicle interior condenser (56) through the bypass passage (53) during a heating operation to perform a cooling operation. Sometimes, the outside condenser (52) without passing through the bypass passage (53)
An air-conditioning apparatus for an automobile, wherein the expansion valve (61) is capable of converting a high-pressure liquid refrigerant into a low-pressure liquid refrigerant and adjusting a flow rate of the circulating refrigerant, the bypass passage (53) or the vehicle. Outdoor condenser (5
2) a flow path switching means (60) for switching the flow path of the refrigerant sent through 2), the flow path switching means (60), during heating operation, the vehicle interior condenser (56), the The refrigerant flows in the order of the expansion valve (61) and the vehicle interior evaporator (57), and during the cooling operation, the refrigerant flows in the order of the expansion valve (61), the vehicle interior evaporator (57), and the vehicle interior condenser (56). An air conditioner for automobiles, characterized by flowing air. 2. The air conditioner for an automobile according to claim 1, wherein the flow direction of the refrigerant flowing in the interior condenser (56) is reversed between a heating operation and a cooling operation. 3. The channel switching means (60) comprises: a cylindrical main body (1) to which six pipes (17 to 22) through which fluid flows in and out; and a main body (1). A pair of spaced-apart disc-shaped valves (11, 11) slidingly in contact with the inner surface of the plate, a plate-shaped slide member (10) connecting the pair of disc-shaped valves (11, 11), and the slide member (10) A flow path switching slide valve (12) formed with a connection flow path (12a) for switching the mutual communication state of the pipes (17 to 22) attached to the main body.
A slide portion (23) movable in the axial direction inside (1), and a valve port (2a) fixed to the inside of the main body (1) and communicating with each of the pipes (18 to 22) respectively. A valve seat (2) formed and having the flow path switching slide valve (12) slide along its surface; and a space on both sides of the slide portion (23) connected to at least both sides of the main body (1). (25, 26) and a pilot valve (3) for controlling the communication state of the pressure equalizing tubes (14 to 16). The vehicle air conditioner according to claim 1 or 2, wherein 4. The surface of the valve seat (2) on which the slide valve (12) for switching the flow path slides in the flow path switching valve is formed in a concave shape, and at least outside the valve port (2a). The air conditioner for a vehicle according to claim 3, wherein a circumferential dimension of the opening shape (27) is set to be larger than an axial dimension.