JP2010069947A - Air-conditioning system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air-conditioning system for a vehicle capable of performing cooling operation and heating operation, excellent in the maximum heating ability and capable preventing various inconvenience caused by the fact that a flowing-in direction of a coolant to a heat exchanger becomes reverse. <P>SOLUTION: The operation by a cooling circulation route is performed, in which the coolant of high temperature and high pressure from an electric compressor 1 flows in an outdoor capacitor 2 and is pressure-reduced by a first expansion valve 4, thereafter it flows in an indoor heat exchanger 5, and thereafter it passes through a second bypass passage 8 and is returned to the electric compressor 1. The operation by a heating circulation route is performed, in which the coolant of high temperature and high pressure from the electric compressor 1 passes through a first bypass passage 3, flows in the indoor heat exchanger 5 without being pressure-reduced by the first expansion valve 4, thereafter it is pressure-reduced by a second expansion valve 6, and it flows in a heat recovery heat exchanger 7 and is returned to the electric compressor 1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an air conditioning system for a vehicle that can perform a cooling operation and a heating operation, and is particularly suitable for an extremely cold region.

  A conventional vehicle air conditioning system of this type is disclosed in Patent Document 1.

  This vehicle air conditioning system includes a heat pump refrigeration cycle and a heating cycle. As shown in FIG. 5, the heat pump refrigeration cycle 100 includes a compressor 101 that compresses a refrigerant and uses the refrigerant as a high-temperature and high-pressure refrigerant, an outdoor capacitor 102 that exchanges heat between the high-temperature and high-pressure refrigerant and the outside air, Between the receiver 103 that temporarily stores the refrigerant and flows out only the liquid refrigerant, the first decompression means 104 that can depressurize the high-pressure refrigerant, and the air that flows out by the first decompression means 104 and the air blown into the room The first indoor heat exchanger 105 that exchanges heat, the second decompression means 106 that can decompress the refrigerant, and the second indoor heat exchange that exchanges heat between the refrigerant that has flowed out of the second decompression means 106 and the air blown from the room. A four-way valve 108 that can selectively flow high-temperature and high-pressure refrigerant from the compressor 101 to the outdoor condenser 102 and the first indoor heat exchanger 105. And a branch passage 109 for guiding the refrigerant flowing out of the first indoor heat exchanger 105 when the flow of high-temperature high-pressure refrigerant of the compressor 101 to the first indoor heat exchanger 105 to the receiver 103.

  The first indoor heat exchanger 105 is disposed in the front side air conditioning case 110. Inside air and outside air are sucked into the front-side air conditioning case 110, and the air blown through the front-side air conditioning case 110 is blown into the vehicle interior. The second indoor heat exchanger 107 is disposed in the rear side air conditioning case 112. Inside air is sucked into the rear-side air conditioning case 112, and the air blown through the rear-side air conditioning case 112 is configured to be selectively discharged into the vehicle interior and the vehicle interior.

  Then, the high-temperature and high-pressure refrigerant from the compressor 101 flows through the outdoor condenser 102 and is guided to at least one of the first decompression unit 104 and the second decompression unit 106 via the receiver 103, and the first decompression unit 104 and the second decompression unit 106. After the pressure is reduced by the pressure reducing means 106, the operation is performed by the cooling circulation path that flows through the first indoor heat exchanger 105 or the second indoor heat exchanger 107 and returns to the compressor 101, and the high-temperature and high-pressure refrigerant from the compressor 101 is Operation through a heating circulation path that flows through the heat exchanger 105, is guided to the second decompression unit 106 via the receiver 103, is decompressed by the second decompression unit 106, and then flows through the second indoor heat exchanger 107 and returns to the compressor 101. And can be done.

  The heating cycle (not shown) has a circulation path through which the cooling water of the automobile engine is circulated and a heater core interposed in the circulation path. The heater core is disposed in the front air conditioning case 110 and downstream of the first indoor heat exchanger 105.

  In the above configuration, at the time of cooling or dehumidifying heating, the heat pump refrigeration cycle 100 is operated by a cooling circulation path, and the first indoor heat exchanger 105 and the second indoor heat exchanger 107 function as an evaporator. As a result, the air passing through the front side air conditioning case 110 is cooled by the first indoor heat exchanger 105, the cold air is reheated by the heater core (not shown), and the conditioned air at a desired temperature is sent to the front side of the vehicle interior. Blown out. When the refrigerant is also flown into the second indoor heat exchanger 107, cold air is blown out to the rear side in the vehicle interior.

  At the time of maximum heating, the heat pump refrigeration cycle 100 operates by a heating circulation path, and the first indoor heat exchanger 105 functions as a condenser and the second indoor heat exchanger 107 functions as an evaporator. As a result, the air passing through the front air conditioning case 110 is heated by the first indoor heat exchanger 105, the warm air is further heated by the heater core (not shown), and the high-temperature air is blown into the vehicle interior. The The air that passes through the rear air conditioning case 112 is cooled by the second indoor heat exchanger 107 and discharged outside the vehicle compartment.

In the conventional example, air blowing can be heated using both the heat pump refrigeration cycle 100 and the heating cycle (not shown) as heat sources at the time of maximum heating. Further, at the time of maximum heating, the second indoor heat exchanger 107 absorbs heat from the inside air, which is higher than the outside air, so that the ventilation heat can be recovered and the second indoor heat exchanger 107 can be frozen. Can be prevented. As described above, the vehicle air conditioning system is suitable for extremely cold regions.
Japanese Patent Publication No. 5-9287

  However, in the conventional vehicle air-conditioning system, the inflow direction of the refrigerant into the first indoor heat exchanger 105 of the heat pump refrigeration cycle 100 is opposite between the cooling circulation path and the heating circulation path. Therefore, there are the following problems.

  First, the normal heat exchanger is set so that the direction of air blowing and refrigerant is an efficient counter flow. Therefore, when the counter flow is performed in the operation using the cooling circulation path, the heat exchange efficiency is lowered because the parallel flow is performed in the operation using the heating circulation path. Next, pipes of the heat pump refrigeration cycle 100 are usually used with structures having different pressure resistances on the low-pressure side and the high-pressure side. However, in the conventional example, it is necessary to use many high-pressure pipes. Therefore, when pipes having the same outer diameter are used, there is a problem that the high-pressure pipe has a smaller pipe inner diameter than the low-pressure pipe, so that the flow rate of the refrigerant is lowered and the oil circulation may be hindered. .

  Therefore, the present invention is for a vehicle that can perform a cooling operation and a heating operation, has excellent maximum heating capacity, and can prevent various problems caused by the reverse direction of the refrigerant flowing into the heat exchanger. An object is to provide an air conditioning system.

  The invention according to claim 1 that achieves the above object bypasses the compressor that compresses the refrigerant and uses the refrigerant as a high-temperature and high-pressure refrigerant, the outdoor condenser that exchanges heat between the high-temperature and high-pressure refrigerant and the outside air, and the outdoor condenser. The first bypass passage, the first passage switching means for switching the refrigerant passage so that the high-temperature and high-pressure refrigerant from the compressor flows to either the outdoor condenser or the first bypass passage, and the outdoor condenser or the first bypass passage. A first pressure reducing means capable of reducing or reducing the flow of the high-pressure refrigerant, and an indoor heat exchanger for exchanging heat between the refrigerant discharged by the first pressure reducing means and the air blown into the room, A heat recovery heat exchanger for exchanging heat between the second pressure reducing means for reducing the pressure of the refrigerant that has passed through the indoor heat exchanger, and the refrigerant discharged from the second pressure reducing means and the air blown out from the room to the outside. A heat pump refrigeration cycle having a second bypass passage that bypasses the heat exchanger for heat recovery, and a heating unit that is provided downstream of the air in the indoor heat exchanger and that heats the air that is introduced into the vehicle interior. The high-temperature and high-pressure refrigerant from the refrigerant flows through the outdoor condenser, flows through the indoor heat exchanger after being depressurized by the first depressurizing means, and then returns to the compressor through the second bypass passage. The high-temperature and high-pressure refrigerant passes through the first bypass passage, flows through the indoor heat exchanger without being depressurized by the first depressurizing means, and after being depressurized by the second depressurizing means, flows through the heat recovery heat exchanger and returns to the compressor. It is characterized in that it can be operated with a heating circulation path.

  Invention of Claim 2 is the air conditioning system for vehicles of Claim 1, Comprising: The refrigerant | coolant collection | recovery channel | path which connects between the refrigerant | coolant outlet side of an outdoor capacitor | condenser, and the refrigerant | coolant inlet side of a compressor in a heat pump refrigeration cycle, The on-off valve means for opening and closing the refrigerant recovery passage is provided.

  A third aspect of the invention is the vehicle air conditioning system according to the first or second aspect, wherein the heating means is a heater core using an electric hot water heater as a heat source.

  A fourth aspect of the present invention is the vehicle air conditioning system according to the third aspect, wherein the electric hot water heater is a PTC element heater.

  According to the first aspect of the present invention, at the time of temperature adjustment such as cooling and dehumidifying heating, the heat pump refrigeration cycle is operated by the cooling circulation path, and the indoor heat exchanger functions as an evaporator. As a result, the air blown into the vehicle interior is cooled by the indoor heat exchanger, the cold air is reheated by, for example, heating means, and the conditioned air at a desired temperature is blown into the vehicle interior. During maximum heating, the heat pump refrigeration cycle operates through a heating circulation path, and the indoor heat exchanger functions as a condenser and the heat recovery heat exchanger functions as an evaporator. As a result, the air blown from the passenger compartment is heated by the indoor heat exchanger, the warm air is further heated by the heating means, and high-temperature conditioned air is blown into the passenger compartment. The air that passes through the heat recovery heat exchanger is cooled by the heat recovery heat exchanger, and the cold air is discharged out of the passenger compartment. Thus, the cooling operation and the heating operation are possible, and at the time of maximum heating, since the air can be heated using both the heat pump refrigeration cycle and the heating means as heat sources, the heating capacity is excellent. Also, during maximum heating, the heat recovery heat exchanger absorbs heat from the inside air, which is higher than the outside air, so that ventilation heat can be recovered and the heat recovery heat exchanger is prevented from freezing. it can.

  In addition, since the inflow direction of the refrigerant into the indoor heat exchanger of the heat pump refrigeration cycle is the same in the cooling circulation path and the heating circulation path, the inflow direction of the refrigerant into the indoor heat exchanger is reversed. There are no various problems caused by it. That is, the indoor heat exchanger can be set so that the direction of the air flow and the refrigerant is an efficient counter flow in both the operation by the cooling circulation path and the operation by the heating circulation path, and the heat exchange efficiency does not decrease. . With respect to the piping of the heat pump refrigeration cycle, the number of piping portions for high pressure can be reduced as compared with the conventional example, and there is no possibility of disturbing oil circulation.

  According to the invention of claim 2, in addition to the effect of the invention of claim 1, when the on-off valve means is in the open position during the operation by the heating circulation path, the refrigerant recovery passage is connected to the compressor from the refrigerant outlet side of the outdoor condenser. Since the refrigerant inlet side has a lower pressure, the refrigerant liquefied in the outdoor condenser returns to the compressor through the refrigerant recovery passage, so that so-called stagnation of the refrigerant can be prevented and an appropriate refrigerant circulation amount can be secured.

  According to the invention of claim 3, in addition to the effect of the invention of claim 1 or claim 2, it is possible to provide a vehicle air conditioning system suitable for heating an electric vehicle that cannot use hot water due to engine waste heat. Since the engine exhaust heat is not used and the excellent maximum heating performance is exhibited as described above, it is possible to provide a vehicle air conditioning system suitable for a very cold region for an electric vehicle.

  According to the invention of claim 4, in addition to the effect of the invention of claim 3, the temperature control of the heater core is easy because the PTC element heater automatically performs temperature management.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  1 to 4 show an embodiment of the present invention, FIG. 1 is a configuration diagram of an air conditioning system for a vehicle, FIG. 2 is a diagram showing an operating state during cooling and dehumidifying heating, and FIG. 3 is during maximum heating. FIG. 4 is a diagram showing the function of each heat exchanger and the switching state of the solenoid valve in the operation by the cooling circulation path and the operation by the heating circulation path of the heat pump refrigeration cycle.

  As shown in FIG. 1, the vehicle air conditioning system is mounted on an electric vehicle that is compatible with an extremely cold region, and includes a heat pump refrigeration cycle A and a heating cycle B.

  The heat pump refrigeration cycle A includes any one of an electric compressor 1 that is a compressor, an outdoor condenser 2, a first bypass passage 3 that bypasses the outdoor condenser 2, a passage that guides refrigerant to the outdoor condenser 2, and the first bypass passage 3. The first electromagnetic valve 11 and the second electromagnetic valve 12 which are first flow path switching means for selecting the liquid tank 2a, the first expansion valve 4 which is the first pressure reducing means, the indoor heat exchanger 5, and the first A second expansion valve 6 that is a pressure reducing means, a heat recovery heat exchanger 7, a second bypass passage 8 that bypasses the heat recovery heat exchanger 7, and a passage that guides the refrigerant to the heat recovery heat exchanger 7. And a third solenoid valve 13 and a fourth solenoid valve 14 which are second flow path switching means for selecting one of the second bypass passages 8.

  The electric compressor 1 includes a compression mechanism unit that compresses the refrigerant, an electric motor that drives the compression mechanism unit, and a motor control unit that drives and controls the electric motor. The sucked refrigerant is compressed by the compression mechanism and discharged as a high-temperature and high-pressure refrigerant. As the refrigerant, HFC-134a or HFO-1234yf is used.

  The outdoor capacitor | condenser 2 is arrange | positioned in an engine room, and heat-exchanges between a high temperature / high pressure refrigerant | coolant and external air. The outdoor capacitor 2 is provided with a radiator 41 that dissipates heat from the vehicle heating element 40. Both the outdoor condenser 2 and the radiator 41 are supplied with external air by an external blower 42.

  The liquid tank 2 a temporarily stores high-pressure refrigerant from the outdoor condenser 2 and sends only liquid refrigerant to the first expansion valve 4.

  The first expansion valve 4 can flow the high-pressure refrigerant that has passed through the outdoor condenser 2 or the first bypass passage 3 without reducing or reducing the pressure.

  The indoor heat exchanger 5 is disposed in the air conditioning duct 20 and performs heat exchange between the air blown into the vehicle interior and the refrigerant. A blower 21 is provided in the air conditioning duct 20, and inside air and outside air are sucked into the air conditioning duct 20 by the blower 21. In the air conditioning duct 20 and downstream of the indoor heat exchanger 5, a heater core 31 described below is disposed together with the mix door 22. The mix door 22 adjusts the blowing rate sent to the heater core 31 and the blowing rate that bypasses the heater core 31. The most downstream of the air conditioning duct 20 is opened to each grill (not shown) in the vehicle interior.

  The second expansion valve 6 depressurizes the high-pressure refrigerant that has flowed out of the indoor heat exchanger 5.

  The heat recovery heat exchanger 7 is disposed in the ventilation duct 25 and exchanges heat between the air blown from the passenger compartment and the refrigerant. An air inlet (not shown) of the ventilation duct 25 opens into the passenger compartment, and an air outlet (not shown) of the ventilation duct 25 opens out of the passenger compartment. A blower 26 is provided in the ventilation duct 25, and air blown from the vehicle interior is sucked into the ventilation duct 25 by the blower 26 and exhausted into the vehicle interior through the heat recovery heat exchanger 7.

  The first electromagnetic valve 11 is provided in the passage from the electric compressor 1 to the outdoor capacitor 2 and downstream of the branch point of the first bypass passage 3, and can open and close the passage to the outdoor capacitor 2. The second electromagnetic valve 12 is provided in the first bypass passage 3 and can open and close the first bypass passage 3. With such a configuration, the first solenoid valve 11 and the second solenoid valve 12 allow the refrigerant from the electric compressor 1 to flow to the outdoor condenser 2 side by setting the opening / closing positions of the first solenoid valve 11 and the second solenoid valve 12 to be opposite positions. Or can be shed.

  The third electromagnetic valve 13 is provided in the second bypass passage 8 and can open and close the second bypass passage 8. The fourth electromagnetic valve 14 is a passage from the indoor heat exchanger 5 to the second expansion valve 6 and the heat recovery heat exchanger 7 and is provided downstream of the branch point of the second bypass passage 8. The path to the exchanger 7 can be opened and closed. With such a configuration, the third solenoid valve 13 and the fourth solenoid valve 14 cause the refrigerant from the indoor heat exchanger 5 to flow to the heat recovery heat exchanger 7 side by setting the open / close positions of the third solenoid valve 13 and the fourth solenoid valve 14 to be opposite positions. , Can flow through the second bypass passage 8.

  The heat pump refrigeration cycle A is operated by the cooling circulation path shown in FIG. 2 and the heating shown in FIG. 3 by switching operation (see FIG. 4) of the first solenoid valve to the fourth solenoid valves 11, 12, 13, and 14. The operation by the circulation path can be selectively performed. In the operation by the cooling circulation path shown in FIG. 2, the high-temperature and high-pressure refrigerant from the electric compressor 1 flows through the outdoor condenser 2 and is depressurized by the first expansion valve 4 and then flows through the indoor heat exchanger 5 and then the second bypass. It returns to the electric compressor 1 through the passage 8. The first check valve 16 is provided so that the refrigerant returning from the indoor heat exchanger 5 to the electric compressor 1 does not flow back to the heat recovery heat exchanger 7 side.

  In the operation by the heating circulation path shown in FIG. 3, the high-temperature and high-pressure refrigerant from the electric compressor 1 passes through the first bypass passage 3 and flows through the indoor heat exchanger 5 without being depressurized by the first expansion valve 4. After being depressurized by the valve 6, it flows through the heat recovery heat exchanger 7 and returns to the electric compressor 1. The second check valve 17 is provided so that the refrigerant flowing from the electric compressor 1 through the first bypass passage 3 to the first expansion valve 4 and the indoor heat exchanger 5 does not flow back to the outdoor condenser 2 side.

  The heat pump refrigeration cycle A includes a refrigerant recovery passage 18 that connects the refrigerant outlet side of the outdoor condenser 2 and the refrigerant inlet side of the electric compressor 1, and open / close valve means that opens and closes the refrigerant recovery passage 18. 5 solenoid valves 15 are provided.

  The heating cycle B includes a PTC element heater 30 that is an electric hot water heater, a heater core 31, a circulation path 32 that circulates water therebetween, and a water pump 33 that is interposed in the circulation path 32 and circulates water. It is composed of

  The PTC element heater 30 is a self-temperature control type heater using a heating element of a PTC element (Positive Temperature Coefficient), and automatically performs temperature management by itself, so that no external control is required.

  As described above, the heater core 31 is disposed in the air conditioning duct 20 and downstream of the indoor heat exchanger 5.

  Next, the operation of the vehicle air conditioning system will be described. At the time of temperature adjustment such as cooling and dehumidifying heating, the heat pump refrigeration cycle A is operated by a cooling circulation path, and the heating cycle B is operated.

  As shown in FIG. 2, the high-temperature and high-pressure refrigerant from the electric compressor 1 radiates heat to the outside air by the outdoor condenser 2, and the refrigerant decompressed by the first expansion valve 4 absorbs heat from the blown air by the indoor heat exchanger 5. The indoor heat exchanger 5 functions as an evaporator. As a result, the air blown into the vehicle interior is cooled by the indoor heat exchanger 5, the cold air is partially reheated by the heater core 31, for example, and the conditioned air at a desired temperature is blown into the vehicle interior. The operation capacity of the heat pump refrigeration cycle A and the heating cycle B is adjusted according to the load level at the time of cooling or dehumidifying heating, and in the low load state at the time of dehumidifying heating, the heat pump refrigeration cycle A and the heating cycle B It is also possible to perform an operation that improves the COP by switching the operation efficiently.

  During maximum cooling, the cool air cooled by the indoor heat exchanger 5 is blown out into the vehicle compartment without reheating without operating the heater core 31.

  During maximum heating, the heat pump refrigeration cycle A is operated by a heating circulation path, and the heating cycle B is operated. As shown in FIG. 3, since the high-temperature and high-pressure refrigerant from the electric compressor 1 dissipates heat in the indoor heat exchanger 5 and absorbs heat in the heat recovery heat exchanger 7, the indoor heat exchanger 5 serves as a condenser to recover heat. Each heat exchanger 7 functions as an evaporator. As a result, the air blown from the passenger compartment is heated by the indoor heat exchanger 5, the warm air is further heated by the heater core 31, and high-temperature conditioned air is blown into the passenger compartment. The air blown through the heat recovery heat exchanger 7 is cooled by the heat recovery heat exchanger 7 and discharged outside the passenger compartment.

  As described above, the air conditioning system for a vehicle can perform a cooling operation and a heating operation, and at the time of maximum heating, the air can be heated by using both the heat pump refrigeration cycle A and the heating cycle B as heat sources. Is excellent. Further, during maximum heating, the heat recovery heat exchanger 7 absorbs heat from the inside air, which is higher than the outside air, so that the ventilation heat can be recovered and the heat recovery heat exchanger 7 is frozen. Can be prevented.

  In addition, since the inflow direction of the refrigerant into the indoor heat exchanger 5 of the heat pump refrigeration cycle A is the same in the cooling circulation path and the heating circulation path, the inflow direction of the refrigerant into the indoor heat exchanger 5 is reversed. There are no various problems caused by That is, the indoor heat exchanger 5 can be set so that the direction of the air flow and the refrigerant is an efficient counter flow in both the operation by the cooling circulation path and the operation by the heating circulation path, and the heat exchange efficiency is reduced. Absent. With respect to the piping of the heat pump refrigeration cycle A, the number of piping portions for high pressure can be reduced as compared with the conventional example, and there is no possibility of disturbing oil circulation.

  In addition, the refrigerant flow so that the refrigerant flows through one of the compressor (for example, the electric compressor) 1, the outdoor capacitor 2, the first bypass passage 3 that bypasses the outdoor capacitor 2, and the outdoor capacitor 2 side or the first bypass passage 3. The first passage switching means (for example, the first and second solenoid valves 11 and 12) for switching the passage and the high-pressure refrigerant that has passed through the outdoor capacitor 2 or the first bypass passage 3 is reduced or allowed to flow without being reduced. Heat pump type refrigeration cycle provided with a first pressure reducing means (for example, the first expansion valve 4) capable of performing heat exchange and an indoor heat exchanger 5 for exchanging heat between the refrigerant flown out by the first pressure reducing means and the air blown into the room In the vehicle air conditioning system having the above, a piping system having a second pressure reducing means (for example, the second expansion valve 6) and a heat recovery heat exchanger 7, and a third electromagnetic valve 13 are attached later. It can be easily changed in a vehicle air conditioning system of the present invention by Rukoto.

  The heat pump refrigeration cycle A is provided with a refrigerant recovery passage 18 that connects between the refrigerant outlet side of the outdoor condenser 2 and the refrigerant inlet side of the electric compressor 1, and a fifth electromagnetic valve 15 that opens and closes the refrigerant recovery passage 18. It has been. Accordingly, when the fifth solenoid valve 15 is set to the open position during the operation by the heating circulation path, the refrigerant recovery passage 18 has a lower pressure on the refrigerant inlet side of the electric compressor 1 than on the refrigerant outlet side of the outdoor capacitor 2. Since the refrigerant liquefied in the outdoor condenser 2 returns to the electric compressor 1 through the refrigerant recovery passage 18, so-called refrigerant stagnation can be prevented and an appropriate refrigerant circulation amount can be secured.

  The heating means is a heater core 31 having a PTC element heater 30 which is an electric hot water heater as a heat source. Therefore, it is possible to provide a vehicle air conditioning system suitable for heating an electric vehicle that cannot use hot water due to engine waste heat. Since the engine exhaust heat is not used and the excellent maximum heating performance is exhibited as described above, it is possible to provide a vehicle air conditioning system suitable for a very cold region for an electric vehicle.

  The electric hot water heater is a PTC element heater 30 in this embodiment. Since the PTC element heater 30 automatically performs temperature management by itself, the temperature control of the heater core 31 is easy. An inexpensive sheathed heater may be used as the electric hot water heater.

  In this embodiment, the first flow path switching means is composed of the first electromagnetic valve 11 and the second electromagnetic valve 12, but the refrigerant flow path from the electric compressor 1 is connected to the path on the outdoor capacitor 2 side and the first flow path switching means. As long as it can be selectively switched to one bypass passage 3, it may be constituted by a three-way valve.

  In this embodiment, the second flow path switching means is composed of the third electromagnetic valve 13 and the fourth electromagnetic valve 14, but the refrigerant flow path from the indoor heat exchanger 5 is used as the heat recovery heat exchanger. It is only necessary to be able to selectively switch to the 7-side path and the second bypass passage 8, and a three-way valve may be used. Further, the fourth electromagnetic valve 14 may be shared by the second expansion valve 6.

1 shows an embodiment of the present invention and is a configuration diagram of an air conditioning system for a vehicle. It is a figure which shows the operation state at the time of air_conditioning | cooling and dehumidification heating which shows embodiment of this invention. It is a figure which shows embodiment of this invention and shows the driving | running state at the time of maximum heating. It is a figure which shows embodiment of this invention and shows the switching state of the function of each heat exchanger in the driving | operation by the circulation path for cooling, and the driving | operation by the circulation path for heating. It is a block diagram of the heat pump type refrigeration cycle of the air conditioning system for vehicles concerning a prior art example.

Explanation of symbols

A Heat pump refrigeration cycle 1 Electric compressor (compressor)
2 outdoor condenser 3 first bypass passage 4 first expansion valve (first decompression means)
5 Indoor heat exchanger 6 Second expansion valve (second decompression means)
7 heat exchanger for heat recovery 8 second bypass passage 11 first solenoid valve (first flow path switching means)
12 Second solenoid valve (first flow path switching means)
13 3rd solenoid valve (2nd flow-path switching means)
14 4th solenoid valve (2nd flow-path switching means)
15 5th solenoid valve (open / close valve means)
30 PTC element heater (electric hot water heater)
31 Heater core (heating means)

Claims (4)

A compressor (1) that compresses the refrigerant and converts the refrigerant into a high-temperature and high-pressure refrigerant;
An outdoor condenser (2) for exchanging heat between the high-temperature and high-pressure refrigerant and the outside air;
A first bypass passage (3) for bypassing the outdoor capacitor (2);
First flow path switching means (11), (5) for switching the refrigerant flow path so that the high-temperature and high-pressure refrigerant from the compressor (1) flows to either the outdoor condenser (2) or the first bypass passage (3). 12)
First decompression means (4) capable of depressurizing or flowing the high-pressure refrigerant that has passed through the outdoor condenser (2) or the first bypass passage (3) without depressurization;
An indoor heat exchanger (5) for exchanging heat between the refrigerant flowed out by the first decompression means (4) and the air blown into the room;
Second decompression means (6) for decompressing the refrigerant that has passed through the indoor heat exchanger (5);
A heat recovery heat exchanger (7) for exchanging heat between the refrigerant discharged from the second decompression means (6) and the air blown out from the room to the outside;
A heat pump refrigeration cycle (A) having a second bypass passage (8) for bypassing the heat recovery heat exchanger (7);
Heating means (31) that is provided downstream of the indoor heat exchanger (5) and heats the air that is guided into the vehicle interior,
The high-temperature and high-pressure refrigerant from the compressor (1) flows through the outdoor condenser (2), is decompressed by the first decompression means (4), then flows through the indoor heat exchanger (5), and then the second Operation by a cooling circulation path returning to the compressor (1) through the bypass passage (8);
The high-temperature and high-pressure refrigerant from the compressor (1) passes through the first bypass passage (3) and flows through the indoor heat exchanger (5) without being depressurized by the first depressurization means (4), and the second The vehicle air conditioner is characterized in that after being decompressed by the decompression means (6), the vehicle can be operated by a heating circulation path that flows through the heat recovery heat exchanger (7) and returns to the compressor (1). system. The vehicle air conditioning system according to claim 1,
The heat pump refrigeration cycle (A) includes a refrigerant recovery passageway (18) connecting the refrigerant outlet side of the outdoor condenser (2) and the refrigerant inlet side of the compressor (1), and the refrigerant recovery passageway ( 18) An on-off valve means (15) for opening and closing 18) is provided. The vehicle air conditioning system according to claim 1 or 2,
The air conditioning system for vehicles, wherein the heating means (31) is a heater core (31) using an electric hot water heater (30) as a heat source. The vehicle air conditioning system according to claim 3,
The electric hot water heater (30) is a PTC element heater (31).

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