JP2007118834A - Regenerative type heat exchanger of vehicle air-conditioner and regenerative tank device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a regenerative type heat exchanger 11 of a small and simple (low-cost) construction while the heat conducting performance is secured. <P>SOLUTION: A flat porous tube 110 furnished with a plurality of through holes 111 penetrating in the longitudinal direction is formed spirally with a certain spacing reserved in the longitudinal direction, in which the part with the prescribed spacing serves as a refrigerant passage 113 to admit flowing of the refrigerant to work in a refrigerating cycle R, and a coldness storing material C is encapsulated in the through holes 111 in the tube 110. Compared with a conventional arrangement using coldness storing capsules, this can decrease greatly the number of regenerative heat exchangers 11 themselves in use having such a structure that the coldness storing material C is encapsulated in the through holes 111 in the tube 110 relative to the number of coldness storing capsules required when the arrangement is embodied in the practical dimensions in order to secure the prescribed coldness storing and releasing ability. This enables decreasing greatly the processing man-hours for sealing the coldness storing material C. Thereby the intended regenerative heat exchanger 11 can be constructed small and simple (at low cost) while the heat conducting performance is secured. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a cold storage heat exchanger and a cold storage of a cold storage type vehicle air conditioner that is applied to a vehicle that temporarily stops a vehicle engine that is a drive source of a compressor according to traveling conditions, such as an idle stop vehicle. It relates to a tank device.

  In recent years, vehicles (eco-run vehicles such as hybrid vehicles) that automatically stop the vehicle engine when stopping, such as waiting for traffic lights, have been put to practical use for the purpose of environmental protection and improved fuel efficiency of the vehicle engine. The number of vehicles that stop the engine tends to increase.

  By the way, in the vehicle air conditioner, when the compressor of the refrigeration cycle is driven by the vehicle engine, the eco-run vehicle stops at a signal or the like and stops whenever the vehicle engine is stopped. As the temperature of the evaporator rises and the temperature of the air blown into the passenger compartment rises, there arises a problem of impairing the cooling feeling of the passenger.

  In view of this, a cold storage means for storing cold when the vehicle engine (compressor) is operated is provided, and when the vehicle engine (compressor) is stopped and the cooling action of the evaporator is stopped, the cold storage amount of the cold storage means is used to enter the vehicle interior. There is an increasing need for a regenerative vehicle air conditioner that can cool the blown air. As this type of regenerative vehicle air conditioner, one described in Patent Document 1 has been known.

In this prior art, there has been proposed a system in which a cold storage heat exchanger that stores cold energy during traveling and a liquid refrigerant circulation pump disposed below the heat exchanger are integrated into a pressure vessel (tank). This tank is installed between the expansion valve and the evaporator, cools the regenerator material by evaporating the refrigerant during travel, cools the regenerator material, and takes out the regenerator heat from the regenerator material when the vehicle engine (compressor) stops. The indoor cooling function can be demonstrated.
JP 2004-51077 A

  Vehicles are constantly required to reduce the space occupied by air conditioners. However, in the above conventional method, in order to ensure the predetermined heat exchange performance (cold storage capacity and cooling capacity), a certain amount of heat transfer area is required, and the volume occupied by the cold storage heat exchanger is larger than that of the cold storage material. There is a problem of becoming. (A)-(c) of FIG. 15 is a perspective view which shows the example of the cool storage capsule used for the conventional cool storage heat exchanger. Such a capsule container requires a large number of use, which is a factor that hinders downsizing and cost reduction of the regenerator heat exchanger.

  The present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to make a cold storage heat exchanger small and simple (cheap) while ensuring heat transfer performance. The object is to provide a cold storage heat exchanger and a cold storage tank device for an air conditioner for an automobile.

In order to achieve the above object, the present invention employs technical means described in claims 1 to 7. That is, in the invention according to claim 1, the compressor (1) driven by the vehicle engine (4),
Cold storage applied to a vehicle air conditioner including a refrigeration cycle (R) including an evaporator (8) that evaporates low-pressure refrigerant decompressed by the decompression means (7) and cools air blown into the passenger compartment. A heat exchanger,
A flat perforated tube (110) having a plurality of through holes (111) penetrating in the longitudinal direction is formed in a spiral shape with a predetermined interval in the longitudinal direction, and the predetermined interval portion is formed in a refrigeration cycle (R ) Refrigerant flow path (113) through which the refrigerant flows,
When the compressor (1) is operated, it is cooled by the low-temperature refrigerant passing through the refrigerant flow path (113), and cold storage is performed. When the compressor (1) is stopped, the vapor-phase refrigerant evaporated by the evaporator (8) is stored by cold storage heat. The cool storage material (C) that cools and condenses is sealed in the through hole (111) of the flat porous tube (110).

  Compared to the case of using a conventional cylindrical or spherical regenerator capsule as shown in FIGS. 15 (a) to 15 (c), this is a practical dimension for ensuring a predetermined regenerator capacity. In the through hole (111) of the flat porous tube (110), the number of the cold storage capsules (several tens to several hundreds) required when the cold storage capsule is 1.5 to 3.1 mm in inner diameter) The number of cold storage heat exchangers (11) themselves having a structure for enclosing the cold storage material (C) can be greatly reduced to about 1 to 2 to 3 pieces.

  This means that the number of sealing processes of the regenerator material (C) can be greatly reduced, so that the processing cost can be reduced and the regenerator heat exchanger (11) can be produced at a low cost. Therefore, according to the first aspect of the present invention, the cold storage heat exchanger (11) can be configured to be small and simple (low cost) while ensuring heat transfer performance.

  According to a second aspect of the present invention, the regenerative heat exchanger of the vehicle air conditioner according to the first aspect is characterized in that the spiral shaft is arranged in a substantially vertical direction. This means that the coolant channel (113) is provided substantially in parallel with the direction of gravity.

  According to the second aspect of the present invention, particularly when the refrigerant is cooled and condensed and liquefied on the outer surface of the flat porous tube (110) during the cooling operation when the compressor (1) is stopped, The high liquid phase refrigerant can be quickly discharged downward of the refrigerant flow path (113) by the action of gravity. Because of this action, the liquid film on the surface of the regenerator heat exchanger (11) is kept thin and its thermal resistance is kept small, so that it is possible to prevent a rapid decrease in cooling capacity during the cooling operation.

  Moreover, in invention of Claim 3, in the cool storage heat exchanger of the vehicle air conditioner of Claim 1 or Claim 2, this flat porous tube (110) is formed in one flat surface of the flat porous tube (110). 110) is integrally provided with a plurality of ridges (112) traversing in the width direction, and spirally so that the tip side of the ridge (112) is in contact with the other flat surface of the adjacent flat porous tube (110). The groove formed between the protrusions (112) is formed as a coolant channel (113).

  According to the third aspect of the present invention, since the spiral flat porous tube (110) is a protrusion (112) provided on one flat surface thereof, the flat porous tube is used for downsizing the heat exchanger. Even when (110) is tightly wound, the refrigerant channel (113) can be secured between the other flat surface of the adjacent flat porous tube (110). Thereby, a refrigerant | coolant flow can be made to contact uniformly to the whole flat porous tube (110), and the whole heat-transfer surface can be functioned effectively without bias.

  According to a fourth aspect of the present invention, in the regenerator heat exchanger of the vehicle air conditioner according to the first or second aspect, the mesh member (114) is wound around the spiral predetermined interval portion. It is a feature. According to the fourth aspect of the present invention, in the flat porous tube (110) formed by extrusion molding, it is not necessary to form the protrusion (112) crossing the extrusion molding direction, so the flat porous tube (110) itself Costs can be reduced.

  Moreover, in invention of Claim 5, the cool storage heat exchanger (11) of any one of Claims 1 thru | or 4 is arrange | positioned in a tank member (10), and a cool storage tank apparatus ( 9, 40) and the cold storage tank device (9, 40) is provided in the low pressure side circuit of the refrigeration cycle (R). According to the fifth aspect of the present invention, since the evaporator (8) and the cold storage tank device (9, 40) can be arranged close to each other, the inside of the cold storage tank device (9, 40) is efficiently provided. Can be transmitted to the evaporator (8), and the indoor air can be easily cooled.

  Moreover, in invention of Claim 6, in the cool storage tank apparatus (9, 40) of the vehicle air conditioner described in Claim 5, the cool storage material (C) is allowed to cool below the cool storage heat exchanger (11). A liquid refrigerant tank section (10a) for storing the condensed liquid refrigerant at the time of operation, and the outside of the liquid refrigerant tank section (10a) and the tank member (10) through the spiral center of the cold storage heat exchanger (11) And an outflow pipe (14) that communicates with each other. According to the sixth aspect of the present invention, it is possible to effectively utilize the cylindrical dead space having the minimum winding R that can be formed in the center portion of the spiral shape.

  Moreover, in invention of Claim 7, in the cool storage tank apparatus (40) of the vehicle air conditioner of Claim 6, gas refrigerant space (10b) in which a gas refrigerant exists above the cool storage heat exchanger (11). ) And a gas refrigerant suction hole (14b) communicating with the gas refrigerant space (10b) in the middle of the outflow pipe (14).

  According to the seventh aspect of the present invention, when the compressor (1) is restarted, the liquid refrigerant can be prevented from abruptly returning to the compressor (1), and the durability of the compressor (1) can be prevented. Can be improved. Incidentally, the reference numerals in parentheses of the above means are examples showing the correspondence with the specific means described in the embodiments described later.

(First embodiment)
Hereinafter, a first embodiment of the present invention (corresponding to claims 1, 2, 5, and 6) will be described in detail with reference to FIGS. FIG. 1 is a schematic diagram showing an overall configuration of a vehicle air conditioner according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view illustrating a specific configuration of a cold storage unit 9 in FIG. 3 is a cross-sectional view taken along the line AA in FIG. 2 showing the regenerator heat exchanger 11 in the first embodiment of the present invention. FIG. 4 shows the flat porous tube 110 in FIG. 3 formed in a spiral shape. FIG. FIG. 5 is a schematic cross-sectional view showing a schematic configuration of the air conditioning indoor unit 20 in FIG.

  The refrigeration cycle R of the vehicle air conditioner includes a compressor 1 that sucks, compresses, and discharges refrigerant, and the compressor 1 is provided with an electromagnetic clutch 2 for intermittent power. Since the power of the vehicle engine 4 is transmitted to the compressor 1 via the electromagnetic clutch 2 and the belt 3, the operation of the compressor 1 is interrupted by intermittently energizing the electromagnetic clutch 2 by the air conditioning control device 5. The

  The high-temperature and high-pressure superheated gaseous refrigerant discharged from the compressor 1 flows into the condenser 6 constituting the high-pressure side heat exchanger, exchanges heat with the outside air blown from a cooling fan (not shown), and is cooled and condensed. . The condenser 6 includes a condenser 6a, a receiver 6b that separates the refrigerant that has passed through the condenser 6a by gas-liquid separation, stores the liquid refrigerant, and derives the liquid refrigerant, and passes the liquid refrigerant from the receiver 6b. This is a well-known unit integrally configured with the supercooling portion 6c to be cooled.

  The supercooled liquid refrigerant from the supercooling section 6c is decompressed to a low pressure by the expansion valve 7 constituting the decompression means, and enters a low pressure gas-liquid two-phase state. The expansion valve 7 is a temperature-type expansion valve that adjusts the opening degree (refrigerant flow rate) of the valve 7a so as to adjust the degree of superheat of the outlet refrigerant of the evaporator 8 that constitutes the cooling heat exchanger. In particular, in this example, an evaporator outlet refrigerant passage 7b through which the outlet refrigerant of the evaporator 8 flows is configured in a box-type housing 7c, and a temperature sensing mechanism 7d for the outlet refrigerant of the evaporator 8 is integrated with the housing 7c. The temperature type expansion valve 7 is used.

  Next, a specific configuration of the cold storage unit 9 will be described. As shown in FIG. 2, the tank member 10 has a cylindrical shape extending in the vertical direction, and a liquid refrigerant tank portion 10 a for accumulating a low-temperature low-pressure liquid refrigerant is integrally formed at a lower portion thereof. And in the tank member 10, the cool storage heat exchanger 11 is comprised in the upper part of the liquid refrigerant tank part 10a.

  As shown in FIGS. 3 and 4, the regenerator heat exchanger 11 encloses a regenerator material C in a plurality of through-holes 111 penetrating in the inner longitudinal direction of the flat porous tube 110, and in the longitudinal direction of the flat porous tube 110. The predetermined interval is formed in a spiral shape, and the predetermined interval portion is used as the refrigerant flow path 113 through which the refrigerant of the refrigeration cycle R flows, and the spiral axis is arranged in a substantially vertical direction. Note that both ends of the flat porous tube 110 are closed by means such as welding so that the enclosed cold storage material C does not leak to the outside (refrigerant atmosphere during refrigeration cycle operation).

  The flat porous tube 110 is formed by extruding a metal such as aluminum as a heat exchange tube, and the through hole 111 is usually used as a fluid circulation hole for a refrigerant or the like. The regenerator material C enclosed in the flat porous tube 110 is a material that is cooled by a low-pressure refrigerant and can change its phase (liquid phase → solid phase) to cool the latent heat of solidification, that is, solidifies at a temperature higher than the low-pressure refrigerant temperature. Select material.

  Here, the low-pressure refrigerant temperature is normally controlled to a temperature of about 3 to 4 ° C. to prevent frost in the evaporator 8. Further, the target upper limit temperature of the air temperature blown into the passenger compartment during cooling is normally set to a temperature of about 12 to 15 ° C. in order to ensure cooling feeling and prevent malodor from the evaporator 8.

  Accordingly, as the regenerator material C, a material whose freezing point is located between the low-pressure refrigerant temperature and the target upper limit temperature of the air temperature during cooling is preferable. Specifically, paraffin having a freezing point of about 6 to 8 ° C. is optimal. is there. Of course, water (ice) can be used as the cold storage material C if the low-pressure refrigerant temperature is controlled to 0 ° C. or lower.

  In order to maintain the cold storage state (solidified state) of the regenerator material C, it is necessary to maintain the inside of the tank member 10 in a low temperature state below the freezing point of the regenerator material C. There is. Therefore, the tank member 10 uses a resin tank excellent in heat insulation, or a metal tank surface with a heat insulating material attached thereto.

  Next, the connection relationship between the cold storage unit 9 and the refrigeration cycle refrigerant passage will be described. On the upper surface of the tank member 10, an inflow pipe 12 into which a low-temperature low-pressure refrigerant decompressed through the valve portion 7 a of the expansion valve 7 flows is arranged. The inflow pipe 12 constitutes a refrigerant inflow portion, and low-temperature, low-pressure refrigerant flows into the upper surface portion of the regenerator heat exchanger 11 in the tank member 10 from the inflow pipe 12.

  In the tank member 10, a first check valve 13 is disposed on the lower surface portion of the cold storage heat exchanger 11. The inlet 13b of the first check valve 13 is always in communication with the lower space of the regenerator heat exchanger 11, and the refrigerant pressure in the direction from the inlet 13b to the outlet 13c with respect to the valve body 13a of the first check valve 13 is shown. When acted, the valve body 13a is separated from the valve seat portion 13d to be in a valve open state. Conversely, when the refrigerant pressure acts on the valve body 13a in the direction from the outlet 13c to the inlet 13b, the valve body 13a is pressure-bonded to the valve seat portion 13d to be closed. The stopper 13e defines the fully open position of the valve body 13a.

  At the center of the tank member 10, an outflow pipe 14 that forms an outlet passage is disposed so as to penetrate the center of the cold storage heat exchanger 11 and extend in the vertical direction. The upper end side of the outflow pipe 14 passes through the upper surface of the tank member 10 and is taken out of the tank, and is connected to the inlet of the evaporator 8 as shown in FIG.

  On the other hand, the lower end side of the outflow pipe 14 hangs down to the liquid refrigerant storage region of the liquid refrigerant tank portion 10a, and an electric pump 15 that constitutes a pump means for circulating the liquid refrigerant is provided at the lower end portion of the outflow pipe 14. . The electric pump 15 has a suction port 15a disposed on the bottom side thereof, and sucks the liquid refrigerant in the liquid refrigerant tank portion 10a from the suction port 15a and circulates it through the outflow pipe 14 to the evaporator 8.

  The outflow pipe 14 has a connection port 14a opened at an intermediate portion in the vertical direction, and an outlet 13c of the first check valve 13 is connected to the connection port 14a. Accordingly, a refrigerant passage is formed from the outlet passage of the valve portion 7a of the expansion valve 7 to the inlet of the evaporator 8 through the inflow pipe 12, the regenerator heat exchanger 11, the first check valve 13, and the outflow pipe 14, and the regenerator The heat exchanger 11 is provided in series in the inlet side passage of the evaporator 8.

  Further, on the upper surface of the tank member 10, there is provided a refrigerant return pipe 16 that forms a refrigerant inflow portion through which refrigerant from the outlet of the evaporator 8 flows into the tank member 10. One end side (upper end side) of the refrigerant return pipe 16 is connected to the outlet refrigerant pipe 17 of the evaporator 8, and the other end side (lower end side) of the refrigerant return pipe 16 penetrates the upper surface of the tank member 10. And connected to a second check valve 18 disposed in the tank member 10.

  More specifically, the outlet refrigerant pipe 17 of the evaporator 8 is connected to the evaporator outlet refrigerant passage 7b inside the expansion valve 7, and is located upstream of the evaporator outlet refrigerant passage 7b. One end of the refrigerant return pipe 16 is connected to the outlet refrigerant pipe 17. The second check valve 18 is disposed at the top of the space in the tank member 10, and the inlet 18 b of the second check valve 18 is connected to the other end side (lower end side) of the refrigerant return pipe 16. The outlet 18 c of the second check valve 18 is disposed to face the upper surface portion of the cold storage heat exchanger 11.

  The second check valve 18 is the same as the first check valve 13, and when the refrigerant pressure acts on the valve body 18a of the second check valve 18 in the direction from the inlet 18b to the outlet 18c, the valve The body 18a is separated from the valve seat portion 18d to be in a valve open state. Conversely, when the refrigerant pressure acts on the valve body 18a in the direction from the outlet 18c to the inlet 18b, the valve body 18a is pressed against the valve seat portion 18d to be in a closed state. The stopper 18e defines the fully open position of the valve body 18a.

  In this example, the expansion valve 7 is arranged on the upper surface of the tank member 10 of the cold storage unit 9, the expansion valve 7 is also integrated as a part of the cold storage unit 9, and the expansion valve 7 and the cold storage unit 9 are integrated into the vehicle. It is supposed to be installed.

  In order to maintain the low temperature state inside the tank member 10, the cold storage unit 9 should suppress heat intrusion into the tank member 10 as much as possible. For that purpose, it is better to install the cool storage unit 9 in the vehicle interior, for example, inside the instrument panel at the front of the vehicle interior. However, when the space for mounting the cold storage unit 9 cannot be secured in the vehicle interior due to space restrictions in the vehicle interior, the cold storage unit 9 is installed outside the vehicle interior, for example, in the engine room.

  FIG. 5 shows the air conditioning indoor unit 20. The air-conditioned room unit 20 is usually mounted inside the instrument panel in the front part of the vehicle interior. The air conditioning case 21 of the air conditioning indoor unit 20 constitutes a passage for air blown toward the vehicle interior, and the evaporator 8 is installed in the air conditioning case 21.

  In the air conditioning case 21, a blower 22 is disposed on the upstream side of the evaporator 8, and the blower 22 is provided with a centrifugal blower fan 22a and a drive motor 22b. An inside / outside air switching box 23 is arranged on the suction side of the blower fan 22a, and outside air (inside the vehicle interior air) and inside air (inside the vehicle interior) are switched and introduced by the inside / outside air switching door 23a in the inside / outside air switching box 23. .

  In the air conditioning case 21, an air mix door 24 is arranged on the downstream side of the evaporator 8, and on the downstream side of the air mix door 24, a hot water type that heats air using hot water (cooling water) of the vehicle engine 4 as a heat source. The heater core 25 is installed as a heating heat exchanger. A bypass passage 26 that bypasses the hot water heater core 25 and flows air (cold air) is formed on the side (upper portion) of the hot water heater core 25.

  The air mix door 24 is a rotatable plate-like door, and adjusts the air volume ratio between the hot air passing through the hot water heater core 25 and the cool air passing through the bypass passage 26. Adjust the temperature of the air blown into the passenger compartment. Accordingly, the air mix door 24 constitutes temperature adjusting means for the air blown into the vehicle interior.

  Hot air from the hot water heater core 25 and cold air from the bypass passage 26 can be mixed in the air mixing unit 27 to create air at a desired temperature. Further, in the air conditioning case 21, a blowing mode switching unit is configured on the downstream side of the air mixing unit 27. That is, a defroster opening 28 that blows air toward the inner surface of the vehicle windshield, a face opening 29 that blows air toward the upper body side of the passenger in the passenger compartment, and a foot opening 30 that blows air toward the feet of the passenger in the passenger compartment The mode doors 31 to 33 are opened and closed.

  The temperature sensor 34 of the evaporator 8 is disposed in a portion of the air conditioning case 21 immediately after the air blowing of the evaporator 8 and detects the evaporator blowing temperature Te. Here, the evaporator outlet temperature Te detected by the evaporator temperature sensor 34 is the same as that of a normal air conditioner, in the case where the electromagnetic clutch 2 of the compressor 1 is intermittently controlled or when the compressor 1 is of a variable capacity type. It is used for the discharge capacity control, and the cooling capacity of the evaporator 8 is adjusted by the clutch on / off control and the discharge capacity control to control the blowing temperature of the evaporator 8.

  As shown in FIG. 1, in addition to the temperature sensor 34 described above, the air conditioning control device 5 includes a known sensor that detects an internal air temperature Tr, an external air temperature Tam, a solar radiation amount Ts, a hot water temperature Tw, and the like for air conditioning control. A detection signal is input from the group 35. In addition, an operation signal of an operation switch group of the air conditioning control panel 36 installed near the vehicle interior instrument panel is also input to the air conditioning control device 5.

  The air conditioning control panel 36 includes various groups of operation switches (not shown) such as a temperature setting switch, an air volume changeover switch, a blowout mode switch, an inside / outside air changeover switch, and an air conditioner switch that generates an on / off signal for the compressor 1. Is provided. The air-conditioning control device 5 is connected to an engine control device 37, and a rotation speed signal, a vehicle speed signal, and the like of the vehicle engine 4 are input from the engine control device 37 to the air-conditioning control device 5.

  As is well known, the engine control device 37 comprehensively controls the fuel injection amount and ignition timing to the vehicle engine 4 on the basis of signals from a sensor group 38 that detects the driving state of the vehicle engine 4 and the like. . Furthermore, in the eco-run vehicle that is the object of the present embodiment, when the stop state is determined based on the rotational speed signal, the vehicle speed signal, the brake signal, and the like of the vehicle engine 4, the engine control device 37 shuts off the ignition device and the fuel. The vehicle engine 4 is automatically stopped by stopping the injection or the like.

  Further, after the engine is stopped, when the vehicle shifts from the stop state to the start state by the driver's driving operation, the engine control device 37 determines the start state of the vehicle based on the accelerator signal or the like, and the vehicle engine 4 is automatically activated. Start. The air-conditioning control device 5 is in a state where the cooling and cooling mode after the vehicle engine 4 is stopped for a long time and cooling by the amount of stored heat in the regenerator heat exchanger 11 cannot be maintained, that is, the evaporator When the blowing temperature Te rises to a predetermined target upper limit temperature, an engine restart request signal is output to the engine control device 37.

  The air-conditioning control device 5 and the engine control device 37 are configured by a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The air conditioning control device 5 and the engine control device 37 may be integrated as one control device.

  Next, the operation of the first embodiment in the above configuration will be described. FIG. 6 shows the operation in the normal cooling / cold storage mode when the vehicle is running. In this normal cooling / cold storage mode, the refrigeration cycle R is operated by driving the compressor 1 by the vehicle engine 4. Therefore, the high-pressure gas-phase refrigerant discharged from the compressor 1 is cooled by the condenser 6 and flows into the expansion valve 7 as a supercooled liquid refrigerant.

  The high pressure liquid refrigerant is depressurized by the valve portion 7a of the expansion valve 7 to be in a low-temperature low-pressure gas-liquid two-phase state, and flows into the tank member 10 of the cold storage unit 9 from the inflow pipe 12. This inflowing refrigerant flows downward in the tank member 10 through a refrigerant flow path 113 formed as a predetermined interval between the flat porous tubes 110 formed in a spiral shape from the upper surface portion of the regenerator heat exchanger 11.

  Here, with respect to the valve body 13a of the first check valve 13 located on the lower surface portion of the cold storage heat exchanger 11, the refrigerant pressure acts in the direction (forward direction) from the inlet 13b to the outlet 13c, so that the first reverse Since the stop valve 13 is opened, the lower space of the cold storage heat exchanger 11 communicates with the connection port 14 a at the intermediate portion of the outflow pipe 14 via the first check valve 13.

  Further, since the operation of the electric pump 15 for circulating the liquid refrigerant is not necessary in the normal cooling / cold storage mode, the electric pump 15 is stopped by the output of the air conditioning control device 5. For this reason, the electric pump 15 becomes a flow resistance, and the amount of the refrigerant in the lower space of the cold storage heat exchanger 11 flows into the lower end portion of the outflow pipe 14 via the electric pump 15 is small.

  Therefore, most of the refrigerant in the lower space of the regenerator heat exchanger 11 flows into the connection port 14 a at the intermediate portion of the outflow pipe 14 via the first check valve 13. At this time, the refrigerant pressure acts on the valve element 18a of the second check valve 18 in the direction from the outlet 18c to the inlet 18b (reverse direction), and the second check valve 18 maintains the closed state.

  The low-pressure refrigerant that has flowed into the outflow pipe 14 flows into the inlet portion of the evaporator 8, absorbs heat from the blown air in the air conditioning case 21 in the evaporator 8, and evaporates to become a gas-phase refrigerant. This gas phase refrigerant is sucked into the compressor 1 through the outlet refrigerant pipe 17 of the evaporator 8 and the evaporator outlet refrigerant passage 7b inside the expansion valve 7, and is compressed again. The cool air absorbed by the evaporator 8 is blown out from the face opening 29 or the like into the passenger compartment to cool the passenger compartment.

  Next, the behavior of the refrigerant in the tank member 10 of the cold storage unit 9 in the normal cooling / cooling mode will be described more specifically. First, when cooling is started at a high outdoor temperature in summer, the intake air temperature of the evaporator 8 becomes a high temperature of 40 ° C. or more, and the cooling heat load of the evaporator 8 becomes very large. Under such a cooling high load condition, the degree of superheat of the outlet refrigerant of the evaporator 8 becomes excessive, the opening degree of the valve portion 7a of the expansion valve 7 is fully opened, and the low pressure of the refrigeration cycle increases.

  For this reason, the temperature of the low-pressure refrigerant flowing into the cold storage heat exchanger 11 of the cold storage unit 9 is higher than the freezing point (about 6 to 8 ° C.) of the cold storage material C of the cold storage heat exchanger 11. Therefore, the regenerator material C does not solidify by heat exchange with the low-pressure refrigerant, and only absorbs sensible heat from the regenerator material C. As a result, the amount of heat that the low-pressure refrigerant absorbs in the regenerative heat exchanger 11 becomes very small under the cooling high load condition. For this reason, most of the low-pressure refrigerant is evaporated by absorbing heat from the air blown from the passenger compartment in the evaporator 8 in the same manner as a normal air conditioner without the cold storage heat exchanger 11.

  Note that, during cooling high load, the inside air mode in which the inside air is sucked from the inside / outside air switching box 23 in FIG. 5 is normally selected, so that the intake air temperature of the evaporator 8 decreases with the passage of time after the cooling start, and the cooling heat The load decreases. Thereby, since the degree of superheat of the outlet refrigerant of the evaporator 8 decreases, the opening degree of the valve portion 7a of the expansion valve 7 decreases, the low-pressure pressure of the refrigeration cycle decreases, and the low-pressure refrigerant temperature decreases.

  When the low-pressure refrigerant temperature falls below the freezing point of the regenerator material C of the regenerator heat exchanger 11, the regenerator material C starts to solidify, and the low-pressure refrigerant absorbs the solidification latent heat from the regenerator material C. The amount of heat increases. However, when the cold storage material C reaches the stage of storing the solidification latent heat in this way, the low-pressure refrigerant temperature has already been sufficiently reduced due to the reduction of the cooling heat load, and the air blown out in the vehicle compartment has been sufficiently reduced.

  Therefore, the rapid cooling performance (cool down performance) under the cooling high load condition is not significantly hindered by the cold storage action of the solidification latent heat on the cold storage material C. In other words, even if the regenerator heat exchanger 11 is connected in series to the refrigerant circuit of the cooling evaporator 8, the rapid cooling performance under a cooling high load condition can be reduced by a small amount and the performance can be exhibited well.

  When the cooling heat load decreases and the regenerator material C solidifies, the circulating refrigerant flow rate in the cycle decreases, the refrigerant flow rate in the tank member 10 of the regenerator unit 9 decreases, and the gas-liquid two-phase low pressure Gas-liquid separation of the refrigerant is likely to occur. As a result, the liquid refrigerant falls to the liquid refrigerant tank portion 10a formed in the lower portion of the tank member 10 due to gravity and gradually accumulates.

  FIG. 2 shows a state in which the maximum amount of liquid refrigerant has accumulated in the liquid refrigerant tank section 10a. That is, when the liquid level of the stored liquid refrigerant in the liquid refrigerant tank portion 10 a rises and reaches the installation height of the first check valve 13, the liquid refrigerant in the liquid refrigerant tank portion 10 a evaporates through the first check valve 13. Therefore, the liquid level of the stored liquid refrigerant does not rise from the installation height of the first check valve 13. In other words, the first check valve 13 plays the role of determining the maximum amount of stored liquid refrigerant.

  Next, the case where the vehicle engine 4 is automatically stopped when the vehicle stops such as waiting for a signal will be described. FIG. 7 is an operation explanatory diagram in the air cooling / cooling mode. Even when the vehicle is stopped, the compressor 1 of the refrigeration cycle R is forcibly stopped along with the stop of the vehicle engine 4 even in the air conditioning operation state (operation state of the blower 22). Therefore, the air-conditioning control device 5 determines the stop state of the engine (compressor) when the vehicle is stopped and supplies power to the electric pump 15 in the cold storage unit 9 to operate the electric pump 15.

  Thereby, the electric pump 15 sucks the liquid refrigerant accumulated in the liquid refrigerant tank portion 10 a below the tank member 10, and discharges the liquid refrigerant to the inlet side of the evaporator 8 through the outflow pipe 14. Due to the suction and discharge action of the liquid refrigerant by the electric pump 15, the refrigerant pressure acts on the first check valve 13 in the reverse direction, and the first check valve 13 is closed. On the other hand, the refrigerant pressure acts on the second check valve 18 in the forward direction, and the second check valve 18 opens.

  Therefore, as shown by the arrow in FIG. 7, the liquid refrigerant tank section 10a → the electric pump 15 → the outflow pipe 14 → the evaporator 8 → the outlet refrigerant pipe 17 → the refrigerant return pipe 16 → the second check valve 18 → the cold storage heat exchanger. 11 → Refrigerant circulates in the refrigerant circuit composed of the liquid refrigerant tank 10a. Therefore, in the evaporator 8, the liquid refrigerant from the liquid refrigerant tank portion 10a absorbs heat from the air blown from the blower 22 and evaporates. Therefore, the cooling action of the evaporator 8 can be continued even after the compressor is stopped, and the cooling action in the passenger compartment is achieved. Can continue.

  Since the temperature of the gas-phase refrigerant evaporated in the evaporator 8 is higher than the freezing point of the regenerator material C of the regenerator heat exchanger 11, the regenerator material C absorbs the latent heat of fusion from the gas-phase refrigerant and changes in phase from the solid phase to the liquid phase. (Melt). Thereby, a gaseous-phase refrigerant | coolant is cooled with the cool storage material C, and condenses. This liquid refrigerant falls by gravity and is stored in the liquid refrigerant tank section 10a.

  Then, the amount of liquid refrigerant in the liquid refrigerant tank portion 10a is decreased by the phase change of the cold storage material C into the liquid phase, while the liquid refrigerant in the liquid refrigerant tank portion 10a remains, The vehicle interior cooling function can be continued when the vehicle is stopped (when the compressor is stopped). In addition, since the stop time by waiting for a signal is usually a short time of about 1 to 2 minutes, by using about 420 g of paraffin having a freezing point = 6 ° C. and a latent heat of solidification = 229 kJ / kg as the regenerator material C, 1-2 minutes It has been confirmed that the vehicle interior cooling operation can be continued while the vehicle is stopped at a certain level.

  Next, features and effects of this embodiment will be described. First, a flat porous tube 110 having a plurality of through-holes 111 penetrating in the longitudinal direction is formed in a spiral shape with a predetermined interval in the longitudinal direction, and the refrigerant in the refrigeration cycle R is formed in a predetermined interval portion. In addition to the refrigerant flow path 113 that flows, the compressor 1 is cooled by the low-temperature refrigerant that passes through the refrigerant flow path 113 to store cold, and when the compressor 1 is stopped, the vapor-phase refrigerant evaporated by the evaporator 8 is stored in cold storage. The cold storage material C that is cooled and condensed by this is enclosed in the through hole 111 of the flat porous tube 110.

  Compared to the case of using a conventional cylindrical or spherical regenerator capsule as shown in FIGS. 15 (a) to 15 (c), this is a practical dimension for ensuring a predetermined regenerator capacity. The cold storage material C is placed in the through-hole 111 of the flat porous tube 110 for the number of cold storage capsules (several tens to several hundreds) required when the cold storage capsule has an inner diameter of 1.5 to 3.1 mm. The number of the regenerative heat exchangers 11 themselves having a sealed structure can be significantly reduced to about 1 to 2 to 3.

  This means that the number of processes for sealing the regenerator material C can be greatly reduced, so that the processing cost can be reduced and the regenerator heat exchanger 11 can be made at low cost. Therefore, according to this, the heat storage heat exchanger 11 can be configured to be small and simple (cheap) while ensuring heat transfer performance.

  In addition, the spiral shaft is arranged in a substantially vertical direction. This means that the coolant channel 113 is provided substantially in parallel with the direction of gravity. According to this, particularly when the refrigerant is cooled on the outer surface of the flat porous tube 110 and condensed and liquefied during the cooling operation when the compressor 1 is stopped, the high-density liquid phase refrigerant flows into the refrigerant flow due to the action of gravity. It is possible to promptly discharge below the path 113. Due to this action, the liquid film on the surface of the regenerator heat exchanger 11 is kept thin and its thermal resistance is kept small, so that it is possible to prevent a rapid decrease in the cooling capacity during the cooling operation.

  Further, the cold storage heat exchanger 11 is arranged in the tank member 10 to constitute the cold storage unit 9 as a cold storage tank device, and the cold storage unit (cold storage tank device) 9 is installed in the low-pressure side circuit of the refrigeration cycle R. is doing. According to this, since the evaporator 8 and the cold storage unit (cold storage tank device) 9 can be arranged close to each other, the cold heat in the cold storage unit (cold storage tank device) 9 can be efficiently transmitted to the evaporator 8. It becomes easy to cool indoor air.

  In addition, a liquid refrigerant tank portion 10 a that stores liquid refrigerant condensed when the cold storage material C is allowed to cool is provided below the cold storage heat exchanger 11, and the liquid refrigerant tank passes through the spiral center portion of the cold storage heat exchanger 11. An outflow pipe 14 is provided for communicating the portion 10a with the outside of the tank member 10. According to this, the cylindrical dead space of the minimum winding R that can be formed at the center of the spiral shape can be effectively used.

(Second Embodiment)
Next, a second embodiment (corresponding to claim 7) of the present invention will be described in detail with reference to FIGS. FIG. 8 is a schematic diagram showing a schematic configuration of the refrigeration cycle R in the second embodiment of the present invention, and FIG. 9 is a cross-sectional view illustrating a specific configuration of the cold storage tank device 40 in FIG.

  In 1st Embodiment mentioned above, although the cold storage heat exchanger 11 was installed in the upstream of the evaporator 8, and demonstrated the refrigeration cycle R provided with the electric pump 15 for liquid refrigerant circulation as an example, Without being limited thereto, as shown in FIG. 8, the cold storage tank device 40 including the cold storage heat exchanger 11 may be installed on the downstream side of the evaporator 8 and the electric pump 15 may not be provided.

  In the refrigeration cycle R in FIG. 8, an internal heat exchanger 50 is configured to reduce the refrigerant temperature (refrigerant superheat degree) in the cold storage tank device 40 during the cold storage operation and to ensure a predetermined cold storage capacity. However, the refrigerating cycle R which does not comprise the internal heat exchanger 50 may be sufficient. When the compressor 1 is stopped in the cooling operation, the refrigerant is supplied from the high-pressure side circuit of the refrigeration cycle R to the evaporator 8 via the expansion valve 7.

  FIG. 9 is a configuration in which the regenerator heat exchanger 11 of the present invention described in the first embodiment and the liquid refrigerant tank unit 10a are combined as a single regenerator tank device 40 with respect to the configuration of FIG. is there. Further, a gas refrigerant space 10 b in which a gas refrigerant exists is provided above the cold storage heat exchanger 11. The refrigerant flows in from the inflow pipe 12 disposed on the upper surface of the tank member 10, exchanges heat with the cold storage material C, and is guided to the liquid refrigerant tank unit 10 a. And the outflow pipe 14 for returning a refrigerant | coolant from this liquid refrigerant tank part 10a to the compressor 1 is installed using the substantially cylindrical space made in the center of the cool storage heat exchanger 11. FIG.

  Further, in the middle of the outflow pipe 14, a gas refrigerant suction hole 14b communicating with the previous gas refrigerant space 10b is provided. The gas refrigerant suction hole 14b is used for the liquid refrigerant tank 10a when the compressor 1 is restarted (once the cooling is temporarily finished and the compressor 1 is started for cold storage and the refrigerant circulation is resumed). In order to prevent the liquid refrigerant stored in the refrigerant from being suddenly sucked into the compressor 1, gas refrigerant is mixed and returned to the compressor 1.

  Next, features that are different from the first embodiment described above will be described. In the present embodiment, a gas refrigerant space 10 b in which a gas refrigerant exists is provided above the cold storage heat exchanger 11, and a gas refrigerant suction hole 14 b communicating with the gas refrigerant space 10 b is provided in the middle of the outflow pipe 14. According to this, when the compressor 1 is restarted, the liquid refrigerant can be prevented from rapidly returning to the compressor 1, and the durability of the compressor 1 can be improved.

(Modification of the second embodiment)
FIG. 10 is a schematic diagram showing a schematic configuration of a refrigeration cycle R in a modification of the second embodiment. In this embodiment, the internal heat exchanger 50 is not configured with respect to the second embodiment, and a configuration example is adopted in which an expansion valve 7 having a characteristic of increasing the liquid return amount at a medium heat load or less is adopted. It is.

  According to the required supply amount of liquid refrigerant, a bypass flow path 60 in which a fixed throttle 61 is arranged with respect to the expansion valve 7 is arranged in parallel. More specifically, a bypass passage 60 that bypasses the valve portion 7a of the expansion valve 7 is provided, and a fixed throttle 61 that is fixed to a predetermined opening degree is provided in the bypass passage 60.

  During the cold storage mode (when the compressor 1 is operating), the expansion valve 7 opens the valve unit 7a to a predetermined opening according to the refrigerant temperature (refrigerant superheat degree) of the temperature sensing unit 7d. Then, while the low pressure side pressure increases due to the stop of the compressor 1, the valve section 7a may gradually close because the temperature sensing section 7d is cold.

  As described above, the cooling capacity in the cooling mode is limited by the opening degree of the expansion valve 7 at that time, but in the present embodiment, since the fixed throttle 61 is provided, the cooling capacity is discharged from the condenser 6. The refrigerant can flow into the evaporator 8 through the fixed throttle 61 regardless of the throttle opening of the expansion valve 7 that is variable. For this reason, it is possible to ensure the cooling capacity when the compressor 1 is stopped. You may use the cool storage heat exchanger 11 of this invention and the cool storage tank 40 using it for such a refrigerating cycle.

(Third embodiment)
Next, a third embodiment (corresponding to claim 3) of the present invention will be described in detail with reference to FIGS. FIG. 11 is a plan view of the cold storage heat exchanger 11 according to the third embodiment of the present invention, and FIG. 12 is a perspective view in the middle of forming the flat porous tube 110 in FIG. 11 into a spiral shape. Moreover, (a) and (b) of FIG. 13 are external views showing an example of formation of the ridge 112 on the flat porous tube 110.

  A different characteristic part from the cool storage heat exchanger 11 in each embodiment mentioned above is demonstrated. In the cold storage heat exchanger 11 of the present embodiment, a plurality of protrusions 112 that cross the width direction of the flat porous tube 110 are integrally provided on at least one flat surface of the flat porous tube 110. The protrusion 112 is formed in a spiral shape so that the tip side of the protrusion 112 is in contact with the other flat surface of the adjacent flat porous tube 110, and the groove between the protrusions 112 serves as the refrigerant flow path 113.

  According to this, since this spiral flat porous tube 110 is a protrusion 112 provided on one flat surface thereof, it is adjacent even when the flat porous tube 110 is closely wound to reduce the size of the heat exchanger. A coolant channel 113 can be secured between the flat porous tube 110 and the other flat surface. Thereby, a refrigerant | coolant flow can be made to contact uniformly to the whole flat porous tube 110, and the whole heat-transfer surface can be functioned effectively without bias. In addition, as shown in FIG. 13, the protrusion 112 may be (a) vertical or slanted as shown in (b).

(Fourth embodiment)
Next, a fourth embodiment (corresponding to claim 4) of the present invention will be described in detail with reference to FIG. FIG. 14 is a perspective view in the middle of forming the flat porous tube 110 in a spiral shape according to the fourth embodiment of the present invention. A different characteristic part from each embodiment mentioned above is demonstrated. In the present embodiment, the mesh member 114 is wound around the spiral predetermined interval portion of the flat porous tube 110.

  In 3rd Embodiment mentioned above, in order to ensure the refrigerant | coolant flow path 113, it demonstrated by the example which gave the protrusion 112 to the flat surface of the flat porous tube 110, However, This needs to be integrally formed with the flat porous tube 110. Rather, the net member 114 and the flat porous tube 110 are overlapped and formed into a spiral shape as in the present embodiment, and the same effect can be obtained by using the inside of the net member 114 as the coolant channel 113.

  As a material of the net member 114, application of an aluminum alloy similar to the flat porous tube 110 is desirable in terms of ensuring corrosion resistance if it is a metal material. Or it can also be set as the molded article by nylon resin with good refrigerant | coolant resistance. As for the thickness of the mesh and the size of the mesh, it is desirable that the refrigerant flows through the gap and the occupied volume is smaller than that of the flat porous tube 110, the thickness is 0.2 to 0.5 mm, and the mesh size is the diameter. Alternatively, the opposite side dimension is about 1 mm to 10 mm.

  According to this, in the flat porous tube 110 formed by extrusion molding, it is not necessary to form the protrusion 112 that crosses the extrusion molding direction, so that the cost of the flat porous tube 110 itself can be suppressed.

(Other embodiments)
In the above-described embodiment, the vehicle air conditioner mounted on the vehicle that performs control to stop the vehicle engine 4 when the vehicle is stopped has been described. However, the present invention is not limited to the above-described embodiment, and for example, the vehicle The present invention may be applied to a hybrid vehicle including both the vehicle engine 4 and an electric motor as a power source for traveling. In the hybrid vehicle, the vehicle engine 4 may be stopped depending on the driving conditions (for example, when decelerating or when driving at a low load) even when the vehicle is running. What is necessary is just to implement the natural cooling mode of embodiment.

  In addition, the liquid refrigerant tank unit 10a in each of the above embodiments may be an abolished configuration as long as it is not adversely affected by the heat exchange performance by the refrigerant condensed and liquefied in the cold storage heat exchanger 11. Moreover, the position of the liquid refrigerant tank part 10a with respect to the cold storage heat exchanger 11 is not limited to the lower side, and may be another position. Moreover, the cool storage heat exchanger 11 and the liquid refrigerant tank part 10a may be comprised separately.

  In the above embodiment,

It is a mimetic diagram showing the whole vehicle air-conditioner composition concerning the embodiment of the present invention. It is sectional drawing which illustrates the specific structure of the cool storage unit 9 in FIG. It is AA sectional drawing in FIG. 2 which shows the cool storage heat exchanger 11 in 1st Embodiment of this invention. It is a perspective view in the middle of forming the flat porous tube 110 in FIG. 3 in a spiral shape. It is a cross-sectional schematic diagram which shows schematic structure of the air-conditioning indoor unit part 20 in FIG. FIG. 2 is an operation explanatory diagram in a normal cooling / cold storage mode in the vehicle air conditioner of FIG. 1. It is an operation explanatory view at the time of the air cooling mode in the vehicle air conditioner of FIG. It is a schematic diagram which shows schematic structure of the refrigerating cycle R in 2nd Embodiment of this invention. It is sectional drawing which illustrates the specific structure of the cool storage tank apparatus 40 in FIG. It is a schematic diagram which shows schematic structure of the refrigerating cycle R in the modification of 2nd Embodiment. It is a top view of the cool storage heat exchanger 11 in 3rd Embodiment of this invention. It is a perspective view in the middle of forming the flat porous tube 110 in FIG. 11 in a spiral shape. (A) (b) is an external view which shows the example of formation of the protrusion 112 to the flat porous tube 110. FIG. It is a perspective view of the middle state which forms the flat porous tube 110 in 4th Embodiment of this invention in a spiral shape. (A)-(c) is a perspective view which shows the example of the cool storage capsule used for the conventional cool storage heat exchanger.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Compressor 4 ... Vehicle engine 7 ... Temperature type expansion valve (pressure reduction means)
8 ... Evaporator 9 ... Cold storage unit (cold storage tank device)
DESCRIPTION OF SYMBOLS 10 ... Tank member 10a ... Liquid refrigerant tank part 10b ... Gas refrigerant space 14 ... Outflow pipe 14b ... Gas refrigerant suction hole 11 ... Cold storage heat exchanger 40 ... Cold storage tank apparatus 110 ... Flat porous tube 111 ... Through-hole 112 ... Projection 113 ... Refrigerant flow path 114 ... Net member C ... Cold storage material R ... Refrigeration cycle

Claims (7)

A compressor (1) driven by a vehicle engine (4);
Cold storage applied to a vehicle air conditioner including a refrigeration cycle (R) including an evaporator (8) that evaporates low-pressure refrigerant decompressed by the decompression means (7) and cools air blown into the passenger compartment. A heat exchanger,
A flat porous tube (110) having a plurality of through-holes (111) penetrating in the longitudinal direction is formed in a spiral shape with a predetermined interval in the longitudinal direction, and the predetermined interval portion is formed in the freezing portion. A refrigerant flow path (113) through which the refrigerant of the cycle (R) flows,
When the compressor (1) is in operation, it is cooled by the low-temperature refrigerant passing through the refrigerant flow path (113) to store cold, and when the compressor (1) is stopped, the vapor-phase refrigerant evaporated in the evaporator (8). A regenerator heat exchanger for a vehicle air conditioner, wherein a regenerator material (C) that cools and condenses with heat is stored in the through hole (111) of the flat porous tube (110).   2. The regenerative heat exchanger for a vehicle air conditioner according to claim 1, wherein the spiral shaft is arranged in a substantially vertical direction.   A plurality of ridges (112) crossing in the width direction of the flat porous tube (110) are integrally provided on one flat surface of the flat porous tube (110), and the distal ends of the ridges (112) are adjacent to each other. The groove portion between the protrusions (112) is formed in a spiral shape so as to be in contact with the other flat surface of the flat porous tube (110), and the refrigerant flow path (113) is used as the refrigerant flow path (113). Or the cool storage heat exchanger of the vehicle air conditioner of Claim 2.   The regenerative heat exchanger for a vehicle air conditioner according to claim 1 or 2, wherein a mesh member (114) is wound around the spiral-shaped predetermined interval portion. A cold storage heat exchanger (11) according to any one of claims 1 to 4 is arranged in a tank member (10) to constitute a cold storage tank device (9, 40),
The vehicle air conditioner characterized in that the cold storage tank device (9, 40) is installed in a low-pressure side circuit of the refrigeration cycle (R). In the cold storage tank device (9, 40), a liquid refrigerant tank section (10a) is provided below the cold storage heat exchanger (11) to store liquid refrigerant condensed when the cold storage material (C) is allowed to cool. With
An outflow pipe (14) is provided for connecting the liquid refrigerant tank part (10a) and the outside of the tank member (10) through a spiral center part of the cold storage heat exchanger (11). Item 6. A cold storage tank device for a vehicle air conditioner according to Item 5. In the cold storage tank device (40), a gas refrigerant space (10b) in which a gas refrigerant exists is provided above the cold storage heat exchanger (11), and
The regenerative tank device for a vehicle air conditioner according to claim 6, wherein a gas refrigerant suction hole (14b) communicating with the gas refrigerant space (10b) is provided in the middle of the outflow pipe (14).

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