JP2011189824A - Air-conditioning system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air-conditioning system for a vehicle that prevents deterioration in efficiency during cooling or heating operation. <P>SOLUTION: A condenser unit 20 includes: a condenser 21 for executing heat exchange by air-conditioning air and a cooling medium; a cooling-medium tank 22 for subjecting a cooling medium, led out from the condenser 21, to vapor-liquid separation; and a supercooling part 23 for executing heat exchange by the cooling medium, led out from the cooling-medium tank 22, and air-conditioning air. Air-conditioning air (A) is introduced into the supercooling part 23 of the condenser unit 20 during heating operation so as to utilize heat dissipation in the supercooling part 23 for the air-conditioning air (A), thereby improving heat conversion efficiency. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a heat pump type vehicle air conditioning system.

  Various types of vehicle air-conditioning systems have been proposed for fuel cell vehicles, electric vehicles, and the like with relatively little exhaust heat. For example, Patent Document 1 includes a receiver that performs gas-liquid separation when refrigerant from a condenser (heater) flows during heating, and a supercooler that supercools the liquid refrigerant from the receiver by exchanging heat with outside air. A vehicle air conditioner has been proposed.

JP 2009-23564 A (paragraph 0022, FIG. 1)

  However, the vehicle air conditioner described in Patent Document 1 has a problem in that a supercooler is installed only in the outside air ventilation path, so that the space becomes large, the piping is complicated, and the assembling property is deteriorated. It was.

  In view of this, a technique has been proposed in which a receiver and a supercooler are installed in an outdoor heat exchanger (so-called radiator) that exchanges heat with the outside air, thereby improving the installation space, piping arrangement, and assembly. However, if the receiver and the supercooler are arranged in the outdoor heat exchanger, the outside air that has passed through the supercooling section during heating is wasted, and there is a problem that the heat conversion efficiency is impaired.

  This invention solves the said conventional problem, and makes it a subject to provide the vehicle air conditioning system which can further improve heat conversion efficiency.

  The invention according to claim 1 includes a compressor that sucks and compresses a refrigerant body, a condenser that allows the refrigerant body to flow inside and exchanges heat between the refrigerant body and outside air, and the cold air discharged from the compressor. A condenser unit for exchanging heat between the medium and air-conditioning air introduced into the passenger compartment; a first decompression means for decompressing the condenser unit or the refrigerant body derived from the condenser; and a downstream of the first decompression means A first evaporator that is disposed on the side and exchanges heat between the heat source discharged outside the vehicle and the refrigerant body, the refrigerant body during heating operation, the air conditioning air flow path, the refrigerant body during cooling operation, and A cooling / heating switching means for switching between the air-conditioning air flow paths, and a control device for controlling the cooling / heating switching means, wherein the capacitor unit includes the air-conditioning air and the refrigerant body. Heat exchange between the condensing unit for performing heat exchange, the refrigerant tank unit for gas-liquid separation of the refrigerant derived from the condensing unit, and the refrigerant body and the air-conditioning air derived from the refrigerant tank unit And a supercooling section for performing the above.

  According to this, since the refrigerant tank unit and the supercooling unit (so-called subcooling unit) are arranged in the condensing unit (so-called heater) that exchanges heat with air-conditioning air introduced into the vehicle interior, The heat radiation in the cooling section can be used for air-conditioning air, and the heat conversion efficiency during heating operation can be further increased.

  Further, since the refrigerant tank unit and the supercooling unit are arranged in the condensing unit, it is possible to prevent the liquid refrigerant from being excessively generated during the cooling operation. Thus, since the amount of the liquid refrigerant is optimized, it is possible to prevent the cooling efficiency from being lowered due to the excessive liquid refrigerant.

  The invention according to claim 2 includes a second evaporator that performs heat exchange between the refrigerant body derived from the first evaporator and the air for air conditioning.

  According to this, since the air-conditioning air is cooled by the heat absorption of the refrigerant that flows into the second evaporator at the same time as the heat is absorbed by the first evaporator, the water vapor contained in the air taken in from the outside air is removed, and the dehumidification process is performed. Applied. Therefore, since sufficient heat absorption is possible even in an operation in which freezing by the second evaporator is suppressed, heating capacity can be maintained and dehumidification can be performed.

  The invention according to claim 3 is characterized in that the condenser unit is arranged such that at least the supercooling portion is disposed upstream and the condensing portion is disposed downstream of the air-conditioning air flow to be heat-exchanged. .

  According to this, since cooler air flows to the supercooling part than the condensing part, it becomes possible to increase the efficiency when the refrigerant is supercooled. Therefore, the refrigerant body can be made into a solid liquid.

  According to a fourth aspect of the present invention, the cooling / heating switching means includes a first evaporator bypassing means for bypassing the first evaporator, a second evaporator bypassing means for bypassing the second evaporator, and the refrigerant flowing through the condenser. A capacitor shut-off means for shutting off, a supercooling part bypassing means for bypassing the refrigerant tank part and the supercooling part, and an air damper for allowing the condenser unit to pass or shut off the air-conditioning air. And

  According to this, during the heating operation, the flow of the refrigerant from the capacitor unit to the condenser is blocked by the capacitor blocking means, and the refrigerant is flowed by the second evaporator detouring means so as to bypass the second evaporator, and the air damper And air is passed through the condenser unit. In addition, dehumidification heating is attained by letting a refrigerant body flow through the 2nd evaporator at the time of heating operation.

  On the other hand, during the cooling operation, the refrigerant body is circulated by the supercooling bypass means so as to bypass the refrigerant tank section and the supercooling section, and the refrigerant body is circulated by the first evaporator bypass means so as to bypass the first evaporator. Then, the air damper is closed so that air for air conditioning does not pass through the condenser unit.

  The invention according to claim 5 is characterized in that a second pressure reducing means is provided downstream of the supercooling section and upstream of the first pressure reducing means.

  According to this, since the second pressure reducing means and the first pressure reducing means are used during the heating operation and only the first pressure reducing means is used during the cooling operation, it is possible to optimally set the heating operation and the cooling operation, respectively.

  The invention according to claim 6 is provided with a refrigerant recovery path from the outlet of the condenser toward the suction port of the compressor, and the refrigerant recovery path is opened during heating operation and closed during cooling operation. To do.

  According to this, for example, when switching from cooling to heating, the refrigerant body (liquid refrigerant) remaining in the condenser is sucked through the refrigerant recovery path by the negative pressure on the suction port side of the compressor. The refrigerant body can be used effectively.

  According to a seventh aspect of the invention, in place of the refrigerant body tank part for separating the refrigerant body from gas and liquid, the liquid refrigerant body that does not fully enter the supercooling part is continuously stored up to the allowable amount of the tank, and the inside of the tank is liquid. The refrigerant body tank portion is configured to enter the condensing portion after the refrigerant body is full.

  According to this, the refrigerant body tank portion can be simplified and reduced in cost.

  The invention according to claim 8 is characterized in that the supercooling portion bypassing means and the capacitor shut-off means are constituted by a three-way valve.

  According to this, since the number of installed valves can be reduced, the system can be miniaturized.

  The invention according to claim 9 is characterized in that the refrigerant tank portion of the capacitor unit is separated from the capacitor unit and disposed in the vehicle interior.

  According to this, even when it cannot arrange | position adjacent to the condensation part of a capacitor | condenser unit, it can respond.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle air conditioning system which can further improve heat conversion efficiency can be provided.

It is a whole lineblock diagram showing the air flow at the time of heating operation when the air-conditioning system for vehicles concerning this embodiment is seen from the vehicles side. It is a whole lineblock diagram showing the air flow at the time of air conditioning operation when the air-conditioning system for vehicles concerning this embodiment is seen from the vehicles side. It is a perspective view which shows the state which decomposed | disassembled the condensation part and supercooling part of the capacitor | condenser unit. It is a perspective view which shows the state which combined the whole capacitor | condenser unit. The flow of the refrigerant body at the time of heating operation of the air-conditioning system for vehicles concerning a 1st embodiment is shown, (a) is a whole lineblock diagram, and (b) is a schematic diagram when looking up at the capacitor unit from the bottom side. It is a cycle diagram shown on the Mollier diagram at the time of heating operation of the air-conditioning system for vehicles concerning a 1st embodiment. The flow of the refrigerant body at the time of air_conditionaing | cooling operation of the vehicle air conditioning system which concerns on 1st Embodiment is shown, (a) is a whole block diagram, (b) is the schematic when looking up at a capacitor | condenser unit from the bottom side. It is the cycle figure shown on the Mollier diagram at the time of air_conditionaing | cooling operation of the vehicle air conditioning system which concerns on 1st Embodiment. It is a whole block diagram which shows the flow of the refrigerant body at the time of the dehumidification heating operation of the vehicle air conditioning system which concerns on 1st Embodiment. The vehicle air-conditioning system which concerns on 2nd Embodiment is shown, (a) is a whole block diagram, (b) It is the cycle diagram shown on the Mollier diagram. The vehicle air-conditioning system which concerns on 3rd Embodiment is shown, (a) is a whole block diagram, (b) It is the cycle diagram shown on the Mollier diagram. The vehicle air-conditioning system which concerns on 4th Embodiment is shown, (a) is a whole block diagram, (b) It is the cycle diagram shown on the Mollier diagram. The vehicle air-conditioning system which concerns on 5th Embodiment is shown, (a) is a whole block diagram, (b) It is the cycle diagram shown on the Mollier diagram. The modification of the vehicle air conditioning system which concerns on 5th Embodiment is shown, (a) is a whole block diagram, (b) It is the cycle figure shown on the Mollier diagram.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings. The vehicle air-conditioning systems 1A to 1F shown in FIG. 1 and FIG. 2 have the position of a heat exchanger or the like when applied to the vehicle V, the outside air during heating operation (FIG. 1) and cooling operation (FIG. 2). The flow of air for air conditioning A is shown. The vehicle air conditioning systems 1A to 1F of the present embodiment are applied not only to electric vehicles (EV: Electric Vehicle) and fuel cell vehicles (FCV), but also to hybrid vehicles (HEV: Hybrid Electric Vehicle). can do.

(First embodiment)
As shown in FIGS. 1 and 2, the vehicle air conditioning system 1A according to the first embodiment includes a compressor 10, a condenser unit 20, a condenser 30, an automatic expansion valve (first decompression means) 40, and a first evaporator. 50, the second evaporator 60, a cooling / heating switching means 70, and an ECU (control device) 80.

  The refrigerant outlet 10b of the compressor 10 is connected to the refrigerant inlet 21a1 of the condenser 21 provided in the condenser unit 20 via the pipe a1, and the refrigerant outlet 21a2 of the condenser 21 is an electromagnetic valve. It is connected to the inlet 30a of the refrigerant body of the capacitor 30 via a pipe a2 provided with V1. The electromagnetic valve V1 corresponds to the capacitor cutoff means according to this embodiment.

  The outlet 30b of the refrigerant body of the condenser 30 is connected to the inlet 40a on the pressure reducing side of the automatic expansion valve 40 via a pipe a3 provided with a check valve V2. The outlet 40b on the pressure reducing side of the automatic expansion valve 40 is connected to the refrigerant inlet 50a of the first evaporator 50 via a pipe a4. The check valve V <b> 2 is a valve that allows only the flow of the refrigerant from the capacitor 30 to the automatic expansion valve 40.

  The refrigerant body outlet 50b of the first evaporator 50 is connected to the refrigerant body inlet 60a of the second evaporator 60 via a pipe a5. The outlet 60b of the refrigerant body of the second evaporator 60 is connected to the temperature detection side inlet 40c of the automatic expansion valve 40 via a pipe a6. An outlet 40d on the temperature detection side of the automatic expansion valve 40 is connected to a refrigerant inlet 10a of the compressor 10 via a pipe a7.

  An outlet 23a2 of the supercooling unit 23 provided in the capacitor unit 20 is connected to a check valve via a pipe a8 including an electromagnetic valve V3, an intermediate throttle (second pressure reducing means) S, and a check valve V4 in order from the upstream side. It connects so that it may join to piping a3 between V2 and the automatic expansion valve 40. The intermediate throttle S is a pressure loss portion that applies pressure loss to the refrigerant body, and can be configured by a capillary or the like.

  The check valve V4 is a valve that allows only the flow of the refrigerant from the supercooling unit 23 to the automatic expansion valve 40. Further, the electromagnetic valve V3 corresponds to the supercooling portion bypass means in the present embodiment. Further, when the flow path resistance of the intermediate throttle S is sufficiently larger than the flow path resistance of the capacitor 30, the electromagnetic valve V3 and the check valve V4 need not be installed.

  The pipe a3 between the outlet 30b of the capacitor 30 and the check valve V2 joins the pipe a7 via a pipe (refrigerant recovery path) a9 having an electromagnetic valve V5 and a check valve V6 in order from the upstream side. To be connected. The check valve V6 is a valve that allows only the flow of the refrigerant from the pipe a3 side to the pipe a7 side.

  Between the pipe a4 and the pipe a5, a pipe a10 provided with an electromagnetic valve V7 that functions as a first evaporator bypass means is connected.

  Between the pipe a5 and the pipe a6, a pipe a11 including an electromagnetic valve V8 that functions as a second evaporator bypass means is connected.

  The compressor 10 is driven by a motor (or engine) or the like, sucks and compresses the refrigerant body, and discharges the high-temperature and high-pressure refrigerant body toward the capacitor unit 20.

  As shown in FIG. 3A, the capacitor unit 20 performs heat exchange between the refrigerant body discharged from the compressor 10 (see FIG. 1) and the air-conditioning air A introduced into the vehicle interior C. A condensing unit (also referred to as a heater) 21, a refrigerant tank unit 22, and a supercooling unit 23 are provided.

  The condensing unit 21 is configured by arranging a plurality of tubes 21a, 21a,... Extending in the vertical direction (vertical direction) at equal intervals, and corrugated heat radiation fins 21b provided between the tubes 21a, 21a. Has been. The tubes 21a and the heat radiating fins 21b are formed of a metal material (aluminum, copper, etc.) having high thermal conductivity (heat dissipation).

  The condensing unit 21 has an upper header 21c that distributes the refrigerant discharged from the compressor 10 to each tube 21a at its upper end, and a lower header 21d that collects the refrigerant that has passed through each tube 21a at its lower end. It is equipped with.

  The refrigerant tank unit 22 is disposed on the side part (one side in the width direction) of the condensing unit 21 and the subcooling unit 23 (see FIG. 4), and is liquefied by the condensing unit 21 (liquid refrigerant). And a refrigerant body (gas refrigerant) that could not be liquefied (gas-liquid separation function).

  Moreover, the refrigerant body tank part 22 has the tank part 22a which exhibits a cylindrical shape, and may remove water contained in the refrigerant body introduced into the tank part 22a. In the present invention, for example, a desiccant is provided at the bottom inside the tank portion 22a, and this desiccant plays a role of removing moisture.

  The refrigerant tank unit 22 is connected to the lower header 21d of the condensing unit 21 via the tank introduction pipe 22b, and is connected to the inlet 23a1 of the supercooling unit 23 via the tank outlet pipe 22c. Further, both the tank introduction pipe 22b and the tank outlet pipe 22c are connected to the bottom surface of the tank portion 22a. Furthermore, the tank introduction pipe 22b extends up to a predetermined length in the space in the tank portion 22a. This predetermined length is better set so that when the liquid refrigerant is accumulated, the liquid level of the liquid refrigerant is located below the tip (upper end) of the tank introduction pipe 22b.

  The supercooling section 23 performs heat exchange between the liquefied refrigerant body derived from the refrigerant body tank section 22 and the air conditioning air A introduced into the passenger compartment C, and the air conditioning air in the condensing section 21. Overlaid on the surface through which A passes. That is, the supercooling unit 23 has a function of exchanging heat with the air-conditioning air A and further cooling the liquid refrigerant to make it a complete liquid refrigerant.

  Moreover, the supercooling part 23 is comprised by the tube 23a formed with the material similar to the condensation part 21, and the thermal radiation fin 23b which covers this tube 23a. The tube 23a extends in the horizontal direction and has a meandering shape from the lower side to the upper side while being folded back in a U shape at positions corresponding to both ends of the condensing unit 21. The heat dissipating fins 23b are configured to cover a meandering tube 23a with a plurality of plate-type fins arranged in parallel. The inlet 23a1 at one end of the tube 23a is connected to the refrigerant tank portion 22 via the tank outlet pipe 22c.

  Further, the supercooling unit 23 is overlapped with the condensing unit 21, and the air-conditioning air A is arranged so as to pass through the supercooling unit 23 first and then through the condensing unit 21 as shown in FIG. 4. Yes.

  The shape of the heat dissipating fins 21b of the condensing unit 21 and the heat dissipating fins 23b of the supercooling unit 23 are not particularly limited as long as the air-conditioning air A can pass through both the subcooling unit 23 and the condensing unit 21. And can be changed as appropriate.

  In the capacitor unit 20 configured as described above, during the heating operation, the refrigerant body from the compressor 10 (see FIG. 1) is converted into the upper header 21c of the condensing unit 21, each tube 21a, the lower header 21d, the refrigerant body tank unit 22, It is led out from the capacitor unit 20 through the supercooling unit 23.

  As shown in FIG. 5, the condenser 30 includes a condensing unit 31 and a receiver tank 32, and is disposed in the space at the front end of the vehicle V, and a refrigerant body that flows through the condensing unit 31 is introduced from the front of the vehicle V. Heat exchange (heat dissipation) with the outside air. The condensing unit 31 includes a plurality of tubes (not shown) extending in the left-right direction, and heat radiating fins (not shown) arranged around the tubes.

  The receiver tank 32 is disposed on the side of the condensing unit 31 and is formed in a cylindrical shape, for example, like the refrigerant tank unit 22 described above. The condensing unit 31 separates the liquid refrigerant and the gas refrigerant during the cooling operation. Has a function (gas-liquid separation function).

  The automatic expansion valve 40 is a mechanical type capable of changing the opening degree according to the temperature of the refrigerant body, and the temperature and pressure of the refrigerant body flowing out from the first evaporator 50 (or the second evaporator 60) described later. Means (not shown), and the opening degree of the automatic expansion valve 40 is changed according to the temperature and pressure of the refrigerant body flowing out from the first evaporator (or the second evaporator 60), and the flow rate of the refrigerant body Can be changed. Specifically, the refrigerant flowing out from the automatic expansion valve 40 by increasing the opening degree as the outflow temperature is higher than the evaporation temperature at the pressure of the refrigerant flowing out from the first evaporator 50 (or the second evaporator 60). Increase the amount. Conversely, as the temperature of the refrigerant flowing out from the first evaporator 50 (or the second evaporator 60) is lower, the amount of refrigerant flowing out from the automatic expansion valve 40 is decreased by decreasing the opening degree.

  The first evaporator 50 exchanges heat with the air-conditioning air A (heat source) discharged from the passenger compartment C through the refrigerant flowing through the interior, and is used for air-conditioning such as the trunk room (loading compartment D) of the vehicle V. The air A is disposed at the rear of the vehicle V from which the air is discharged (see FIG. 1). That is, the first evaporator 50 takes in heat from the air-conditioning air A (heat source) via the refrigerant during the heating operation. The heat source is not limited to the air-conditioning air A, and exhaust heat from a drive portion (motor or the like) of the vehicle V may be used.

  The second evaporator 60 is disposed in the passenger compartment C and performs heat exchange between the refrigerant body and the air for air conditioning A, and is disposed on the upstream side of the condenser unit 20 with respect to the flow of the air for air conditioning A. Has been. That is, the air-conditioning air A passes through the second evaporator 60 and the condenser unit 20 (see FIG. 1) during the dehumidifying heating operation, and the air-conditioning air A passes through the second evaporator 60 during the cooling operation.

  The cooling / heating switching means 70 switches the flow of the refrigerant body and air conditioning air A during the heating operation (dehumidification heating operation) and the flow of the refrigerant body and air conditioning air A during the cooling operation. The first evaporator An air damper 71 is configured together with the bypass means, the second evaporator bypass means, the capacitor cutoff means, and the supercooling portion bypass means.

  The air damper 71 is disposed in a space between the condenser unit 20 and the second evaporator 60. During the heating operation, the air damper 71 is fully opened, and the air conditioning air A introduced into the passenger compartment C The flow is controlled to pass (see FIG. 1). On the other hand, during the cooling operation, the air damper 71 is fully closed, and the flow is controlled so that the air conditioning air A introduced into the vehicle interior C passes only through the second evaporator 60 and does not pass through the capacitor unit 20. . Further, when intermediate between the heating operation and the cooling operation is required, the air damper 71 may be controlled to a midway position to obtain an intermediate temperature.

  The ECU 80 controls opening and closing of the electromagnetic valves V1, V3, V5, V7, and V8, and also controls the opening and closing of the air damper 71 so that the flow of the refrigerant and the air conditioning air A during the heating operation and the cooling operation are performed. To control the flow.

  Next, the operation of the vehicle air conditioning system 1A according to the first embodiment will be described with reference to FIGS. 5 and 6 show the heating operation and the electromagnetic valves V1 and V7 are closed. 7 and 8 show the cooling operation, and the electromagnetic valves V3, V5, and V8 are closed. FIG. 9 shows the dehumidifying and heating operation, and the solenoid valves V1, V7, and V8 are closed. 5, 7, and 9 are illustrated in a state in which the direction of the heat exchanger or the like is changed from that in FIGS. 1 and 2. First, the operation during heating operation will be described.

(Operation during heating operation)
As shown in FIG. 5, during the heating operation, when the compressor 10 is driven, the refrigerant body sucked from the suction port 10a of the compressor 10 and discharged from the discharge port 10b is transferred to the capacitor unit 20 via the pipe a1. Supplied. As a result, a high-temperature and high-pressure gas refrigerant (refrigerant) is supplied to the capacitor unit 20.

  The hot refrigerant supplied from the compressor 10 is introduced into the condensing unit 21 of the condenser unit 20, and air-conditioning air A and heat introduced into the vehicle interior C when flowing in the condensing unit 21 from the upper side to the lower side. Exchange. That is, the refrigerant body is condensed by being cooled by the air-conditioning air A (cold outside air), and becomes a liquid refrigerant from the gas refrigerant. On the other hand, the air-conditioning air A is heated by a high-temperature and high-pressure gas refrigerant.

  The liquid refrigerant (refrigerant) derived from the condensing unit 21 is introduced into the refrigerant tank unit 22 through the tank introduction pipe 22b. In the refrigerant tank unit 22, the refrigerant is separated into gas and liquid, that is, the liquid refrigerant is accumulated in the lower part of the tank part 22a, and the gas refrigerant that has not been liquefied in the condensing part 21 is accumulated in the upper part of the tank part 22a. The liquid refrigerant separated into the gas and liquid in the refrigerant body tank section 22 is introduced into the supercooling section 23 through the tank outlet pipe 22c.

  The liquid refrigerant introduced into the supercooling unit 23 exchanges heat with air-conditioning air A (cold outside air) introduced into the passenger compartment C. Since the subcooling unit 23 is located upstream of the condensing unit 21 with respect to the flow of the air conditioning air A, the refrigerant body is further cooled by the cooled air conditioning air A, and the refrigerant body is completely liquid. Becomes a refrigerant.

  The liquid refrigerant derived from the supercooling unit 23 passes through the intermediate throttle S, so that the liquid refrigerant is decompressed.

  The low-temperature and low-pressure liquid refrigerant decompressed by the intermediate throttle S is introduced into the automatic expansion valve 40 via the pipes a8 and a3. The refrigerant body further reduced in pressure by the automatic expansion valve 40 is changed to a refrigerant body in which liquid and gas are mixed, and is introduced into the first evaporator 50.

  In the first evaporator 50, the air A and the refrigerant discharged from the passenger compartment C to the cargo compartment D (see FIG. 1) exchange heat. That is, when the refrigerant body passes through the first evaporator 50, the heat of the air-conditioning air A is absorbed and the temperature of the refrigerant body rises. Thereby, the heat of the vehicle interior C can be utilized effectively.

  The refrigerant derived from the first evaporator 50 returns to the compressor 10 through the pipe a11, the pipe a6, the automatic expansion valve 40, and the pipe a7 that bypass the second evaporator 60.

  In this way, in the vehicle air conditioning system 1A, as shown in FIG. 5B, the air damper 71 is controlled to be fully open, so that the air conditioning air A taken in from outside the vehicle causes the second evaporator 60 and the capacitor unit 20 to move. pass. In the second evaporator 60, the refrigerant bypasses the heat exchanger so that heat exchange is not performed. In the condenser unit 20, the air-conditioning air A is heated by the heat radiation of the supercooling unit 23 and the condensing unit 21, so To be introduced.

  The operation during the heating operation will be described with reference to the heating cycle of FIG. First, when the refrigerant body is compressed by the compressor 10, the refrigerant body becomes a high-temperature and high-pressure gas refrigerant as shown by a-b in the cycle diagram. And if a refrigerant body is introduced into the condensation part 21, as shown by bc of a cycle diagram, a gas refrigerant will be condensed and it will change from a gas refrigerant to a gas-liquid mixed refrigerant body. On the other hand, the air-conditioning air A is heated by heat released when it is condensed.

  When the refrigerant body is introduced into the refrigerant body tank portion 22, the refrigerant body is separated into the liquid refrigerant and the gas refrigerant. Then, when the liquid refrigerant is introduced from the refrigerant body tank part 22 to the supercooling part 23, as shown by cd in the cycle diagram, the liquid refrigerant is further cooled (condensed) to become a complete liquid refrigerant. Incidentally, a region cd in the cycle diagram formed by the supercooling unit 23 is a so-called subcool region (region in which the refrigerant body is made into a complete liquid refrigerant) Q.

  Then, the liquid refrigerant supercooled in the subcool region Q is depressurized by the intermediate throttle S as indicated by de in the cycle diagram. Thus, by providing the intermediate throttle S, the automatic expansion valve 40 having a setting suitable for the cooling operation can be used for the heating operation.

  Furthermore, in order to increase the temperature of the refrigerant introduced into the condensing unit 21 to high temperature and high pressure, the amount of the condensing unit 21 cannot be increased.

  The refrigerant body depressurized by the intermediate throttle S is further depressurized by the automatic expansion valve 40, as indicated by ef in the cycle diagram. When the refrigerant body is depressurized, the liquid refrigerant changes to a state in which gas and liquid are mixed.

  The refrigerant body depressurized by the automatic expansion valve 40 is absorbed by the first evaporator 50 from the air-conditioning air A discharged outside the vehicle, as indicated by fa in the cycle diagram. Therefore, the heat of the air conditioning air A can be taken into the refrigerant body.

  During the heating operation, the solenoid valve V5 is opened by the ECU 80, so that the condenser 30 and the suction port 10a of the compressor 10 communicate with each other via the pipe a9. Thereby, the refrigerant remaining in the capacitor 30 such as the receiver tank 32 is sucked through the pipe a9 by the suction force (negative pressure) generated at the suction port 10a when the compressor 10 is operated. It is possible to prevent shortage of the refrigerant body.

(Operation during cooling operation)
As shown in FIG. 7A, during the cooling operation, when the compressor 10 is driven, the refrigerant body compressed by the compressor 10 is supplied to the capacitor unit 20 via the pipe a1. As a result, high-temperature and high-pressure gas refrigerant is supplied to the capacitor unit 20.

  The refrigerant body supplied from the compressor 10 is introduced into the condensing unit 21 of the capacitor unit 20. However, since the air damper 71 is controlled to be fully closed, the air conditioning air flows even if the refrigerant body flows through the condensing unit 21. There is no heat exchange with A. Therefore, the air-conditioning air A is not heated by the high-temperature / high-pressure refrigerant body. Further, since the electromagnetic valve V1 is opened and the electromagnetic valve V3 is closed by the ECU 80, the refrigerant body that has passed through the condensing unit 21 does not flow to the refrigerant body tank unit 22 and the supercooling unit 23, but via the pipe a2. Are introduced into the capacitor 30.

  The refrigerant introduced into the condenser 30 is cooled by heat exchange with the outside air by passing through the condenser 31. The refrigerant body after heat exchange is introduced into the receiver tank 32, and the refrigerant body is gas-liquid separated in the receiver tank 32, and the liquid refrigerant is separated from the refrigerant body. The liquid refrigerant separated in the receiver tank 32 is introduced into the automatic expansion valve 40 through the pipe a3.

  The liquid refrigerant introduced into the automatic expansion valve 40 is depressurized, and the liquid refrigerant and the gas refrigerant are mixed. The refrigerant body that has passed through the automatic expansion valve 40 is introduced into the second evaporator 60 through the pipe a10 that bypasses the first evaporator 50.

  In the second evaporator 60, heat exchange between the air-conditioning air A introduced into the passenger compartment C and the refrigerant body, that is, the low-temperature refrigerant body cooled by the capacitor 30 as the refrigerant body passes through the second evaporator 60. Absorbs the heat of air-conditioning air A, whereby air-conditioning air A is cooled.

  The refrigerant body derived from the second evaporator 60 returns to the compressor 10 via the pipe a6, the automatic expansion valve 40, and the pipe a7.

  Thus, in the vehicle air conditioning system 1A, as shown in FIG. 7B, since the air damper 71 is controlled to be fully closed, the air conditioning air A cooled by the second evaporator 60 is warmed by the condenser unit 20. The cold air is introduced into the passenger compartment C without being discharged.

  The operation during the cooling operation will be described with reference to the cooling cycle of FIG. 8. The refrigerant body compressed by the compressor 10 becomes a high-temperature and high-pressure gas refrigerant as shown by a-b in the cycle diagram. Then, the refrigerant body introduced from the compressor 10 into the condenser 30 is condensed by cold outside air, as shown by bc in the cycle diagram, so that the refrigerant changes from a gas refrigerant to a low-temperature refrigerant body mixed with gas and liquid, The liquid refrigerant is changed by a receiver tank 32 (not shown).

  Then, the liquid refrigerant cooled by the condenser 30 is decompressed by the automatic expansion valve 40 as shown by cd in the cycle diagram. When the liquid refrigerant is depressurized, it is changed to a gas-liquid mixed refrigerant body.

  And if a refrigerant body is introduced into the 2nd evaporator 60, as shown to da of a cycle diagram, it will absorb heat from air-conditioning air A, and will change into a gas refrigerant. In the second evaporator 60, since the low-temperature refrigerant body in which the heat of the refrigerant body is radiated to the outside air by the condenser 30 flows, the air-conditioning air A is cooled. Moreover, since the refrigerant body bypasses the first evaporator 50 and the temperature of the refrigerant body does not increase by the first evaporator 50, the cooling efficiency does not decrease.

(Operation during dehumidifying heating operation)
As shown in FIG. 9, during the dehumidifying heating operation, the electromagnetic valve V <b> 8 is further closed by the ECU 80 with respect to the state during the heating operation, and the refrigerant body is controlled to pass through the second evaporator 60. In addition, description is abbreviate | omitted about the part which overlaps with the operation | movement at the time of heating operation.

  That is, the refrigerant introduced from the first evaporator 50 to the second evaporator 60 absorbs the heat of the air-conditioning air A, and the air-conditioning air A is cooled. And the refrigerant body derived | led-out from the 2nd evaporator 60 returns to the compressor 10 via the piping a6, the automatic expansion valve 40, and the piping a7.

  Thus, since the air-conditioning air A is cooled by the heat absorption by the second evaporator 60 by passing the refrigerant through the second evaporator 60, it is included in the air taken in from the outside air (air-conditioning air A). Water vapor is removed and dehumidification is performed.

  As described above, according to the vehicle air conditioning system 1 </ b> A of the first embodiment, the refrigerant tank portion is provided in the condensing portion (so-called heater) 21 that performs heat exchange with the air conditioning air A introduced into the vehicle interior C. 22 and the supercooling section 23 (so-called subcool section) are arranged, so that the heat radiation in the supercooling section 23 can be used for air-conditioning air introduced into the passenger compartment C, and the heat conversion efficiency during heating operation is conventionally increased. Can be further improved.

  By the way, when the supercooling part 23 (subcool part) is arrange | positioned at the capacitor | condenser 30 side, the knowledge that the refrigerant body becomes excessive at the time of air_conditionaing | cooling operation has been acquired, but the supercooling part 23 is condensed in the vehicle interior C. By arranging in the part 21, as shown in the cycle diagrams of FIGS. 6 and 8, the amount of liquid refrigerant can be balanced between the heating operation and the cooling operation. Therefore, according to the first embodiment, it is possible to optimize the amount of refrigerant filled in the heating operation and the cooling operation.

  Incidentally, as the amount of the refrigerant body increases, the discharge pressure of the compressor 10 increases, and the amount of compression work in the compressor 10 increases, so the efficiency decreases. In addition, if the amount of the refrigerant body increases too much, the design pressure of the compressor 10 is exceeded, and a problem occurs in the compressor 10. However, in this embodiment, since the amount of liquid refrigerant can be balanced between the heating operation and the cooling operation, the compressor 10 does not have a problem.

  Further, according to the first embodiment, the supercooling unit 23 is located on the upstream side and the condensing unit 21 is located on the downstream side with respect to the flow of the air conditioning air A. Cooler air-conditioning air A flows to the cooling unit 23 and can dissipate heat from the liquid refrigerant.

  In addition, according to the first embodiment, since the intermediate throttle S is arranged downstream of the supercooling unit 23 and upstream of the automatic expansion valve 40, as described above, setting suitable for heating is possible.

  Further, according to the first embodiment, the refrigerant recovery path (the pipe a9, the electromagnetic valve V5, and the check valve) is directed from the outlet 30b (see FIG. 1) of the capacitor 30 toward the suction port 10a (see FIG. 1) of the compressor 10. V6), and the refrigerant recovery path is opened during the heating operation and closed during the cooling operation. For example, when the cooling operation is switched to the heating operation, the refrigerant remains in the receiver tank 32 of the capacitor 30 and the like. The refrigerant body can be sucked from the suction port 10a of the compressor 10 through the refrigerant body recovery path, and the refrigerant body can be used effectively.

  In the first embodiment, the solenoid valve V3 and / or the check valve V4 may not be provided. For example, even if the solenoid valve V3 and the check valve V4 are not provided, if the intermediate throttle S is set to have a resistance (pressure loss) that is much larger than that of the capacitor 30, the solenoid valve V1 is not in the cooling operation. When the valve is opened, the flow of the refrigerant body with respect to the intermediate throttle S can be ignored.

(Second Embodiment)
FIG. 10 shows a vehicle air-conditioning system according to the second embodiment, wherein (a) is an overall configuration diagram and (b) a cycle diagram shown on the Mollier diagram. In addition, about the vehicle air conditioning system 1B of 2nd Embodiment, about the structure similar to 1st Embodiment, the same code | symbol is attached | subjected and the overlapping description is abbreviate | omitted (same also about the following embodiment). Moreover, Fig.10 (a) has shown the state at the time of heating operation, and FIG.10 (b) has shown the simplified cycle diagram (same also about other embodiment shown below).

  As shown to Fig.10 (a), the vehicle air conditioning system 1B of 2nd Embodiment replaced with the gas-liquid separation-type refrigerant body tank part 22 in 1st Embodiment, and was set as the refrigerant | coolant body tank part 100. As shown in FIG. It is.

  The refrigerant body tank unit 100 continuously stores liquid refrigerant that does not enter the supercooling unit 23 up to an allowable amount of the tank, and enters the condensing unit 21 after the tank is filled with a liquid refrigerant body. It is configured. The refrigerant tank unit 100 is connected to the outlet of the condensing unit 21 via a pipe 111, and is connected to the inlet of the supercooling unit 23 via a pipe 112. By providing such a refrigerant body tank unit 100, the pressure of the refrigerant body is stabilized, so that the heat pump capability can be stably obtained. Further, similarly to the first embodiment, by providing the capacitor unit 20, the heat radiation in the supercooling section 23 (subcool region Q) shown in FIG. 10B can be used effectively.

  According to such 2nd Embodiment, it becomes possible to simplify and reduce a cost of a tank part. Other operations and effects are the same as in the first embodiment. The tank introduction pipe 111 that connects the refrigerant body tank unit 100 and the condensing unit 21 is not limited to the central part in the vertical direction (vertical direction) of the refrigerant body tank unit 100, and is on the upper side or the lower side. Also good.

(Third embodiment)
FIG. 11 shows a vehicular air conditioning system according to a third embodiment, where (a) is an overall configuration diagram and (b) a cycle diagram shown on a Mollier diagram. The vehicle air conditioning system 1C of the third embodiment is a three-way valve 110 in place of the electromagnetic valves V1 and V3 in the first embodiment, and is further replaced by an electronic expansion valve (first 1 decompression means) 120.

  As shown in FIG. 11A, the three-way valve 110 is led out to the condenser 30, the introduction port 110 a into which the refrigerant body from the condensing part 21 is introduced, the first outlet port 110 b that leads out to the refrigerant body tank part 22. A second derivation port 110c.

  The three-way valve 110 has an inlet port 110a connected to the outlet of the condensing unit 21 via the pipe 113, and a first outlet port 110b connected to the inlet of the refrigerant body tank part 22 via the pipe 114, and the second outlet. The port 110c is connected to the pipe a2.

  Under the control of the ECU 80 (see FIG. 1), the introduction port 110a and the first derivation port 110b communicate with each other during the heating operation, and the introduction port 110a and the second derivation port 110c communicate with each other during the cooling operation. Be controlled.

  The electronic expansion valve 120 controls the flow rate of the refrigerant body with an electromagnetic valve, and even if it is configured not to include the intermediate throttle S, both heating and cooling can be set optimally.

  According to the third embodiment configured as described above, the solenoid valve V3 (supercooling unit bypassing means) and the solenoid valve V1 (capacitor cutoff means) are constituted by three-way valves. This makes it possible to reduce the size of the vehicle air conditioning system 1C. Moreover, similarly to 1st Embodiment, the heat radiation in the supercooling part 23 (subcool area | region Q) shown in FIG.11 (b) can be utilized effectively.

  Further, according to the third embodiment, since the automatic expansion valve 40 (first pressure reducing means) and the intermediate throttle S (second pressure reducing means) are constituted by one electronic expansion valve 120, energy saving operation is possible. It becomes possible. The energy saving operation is possible because the responsiveness of the opening degree control of the valve is superior to the automatic expansion valve 40 (temperature type expansion valve), so that hunting and the like can be effectively suppressed.

(Fourth embodiment)
FIG. 12 shows a vehicle air-conditioning system according to the fourth embodiment, wherein (a) is an overall configuration diagram and (b) a cycle diagram shown on the Mollier diagram. The vehicle air-conditioning system 1D of the fourth embodiment is a three-way valve 110 instead of the electromagnetic valves V1 and V3 with respect to the first embodiment, and further, the refrigerant tank portion 22 (22A) is located downstream of the intermediate throttle S. It is the structure provided in the piping a8.

  As shown to Fig.12 (a), as for the three-way valve 110, the 1st derivation | leading-out port 110b is connected with the inlet located in the upper side of the supercooling part 23 via the piping 116, and the 2nd derivation | leading-out port 110c is connected with the piping a2. Has been. Further, the outlet located below the supercooling unit 23 is connected to the pipe a8. The refrigerant tank portion 22A is disposed in the passenger compartment C.

  According to such 4th Embodiment, it can respond also when the refrigerant body tank part 22 cannot be arrange | positioned adjacent to the condensation part 21 of the capacitor | condenser unit 20. FIG. Moreover, similarly to 1st Embodiment, the thermal radiation in the supercooling part 23 (subcool area | region Q) shown in FIG.12 (b) can be utilized effectively. The inlet and outlet of the supercooling unit 23 may be connected upside down.

(Fifth embodiment)
FIG. 13 shows a vehicle air conditioning system according to the fifth embodiment, wherein (a) is an overall configuration diagram and (b) a cycle diagram shown on the Mollier diagram. The vehicle air conditioning system 1 </ b> E according to the fifth embodiment has a configuration in which the refrigerant body tank unit 130 is disposed horizontally on the top of the condensing unit 21. The refrigerant body tank unit 130 has a common inlet and outlet, and is connected to a pipe 116 via a pipe 117.

  As shown in FIG. 13A, the gas-liquid refrigerant derived from the condensing unit 21 is supplied to the refrigerant tank unit 130 via the pipe 113, the three-way valve 110, the pipe 116, and the pipe 117. When the refrigerant body is introduced as it is and reaches the allowable amount of the refrigerant body tank unit 130, the gas-liquid refrigerant body exits the pipe 117 and is introduced into the supercooling unit 23 through the pipe 116.

  According to the vehicle air conditioning system 1E according to the fifth embodiment, the tank portion can be simplified and reduced in cost. Moreover, similarly to 1st Embodiment, the heat radiation in the supercooling part 23 (subcool area | region Q) shown in FIG.13 (b) can be utilized effectively.

(Modification of the fifth embodiment)
FIG. 14 shows a modification of the vehicle air-conditioning system according to the fifth embodiment. FIG. 14A is an overall configuration diagram, and FIG. 14B is a cycle diagram shown on the Mollier diagram. The vehicle air conditioning system 1 </ b> F according to the modified example of the fifth embodiment has a configuration in which the connection of the piping of the refrigerant body tank unit 130 arranged at the upper part of the condensing unit 21 is changed.

  As shown in FIG. 14 (a), the refrigerant tank unit 130 has an inlet connected to the first outlet port 110 b of the three-way valve 110 via a pipe 118, and an outlet located above the supercooling unit 23. And an inlet to be connected via a pipe 119.

  According to the vehicle air conditioning system 1F, the tank portion can be simplified and reduced in cost. Further, similarly to the first embodiment, the heat radiation in the supercooling section 23 (subcool region Q) shown in FIG. 14B can be used effectively.

1, 1A, 1B, 1C, 1D, 1E, 1F Vehicle air conditioning system 10 Compressor 10a Suction port 20 Condenser unit 21 Condensing unit 22 Refrigerant tank unit 23 Supercooling unit 30 Capacitor 30b Outlet 40 Automatic expansion valve (first decompression means) )
DESCRIPTION OF SYMBOLS 50 1st evaporator 60 2nd evaporator 70 Cooling / heating switching means 71 Air damper 80 ECU (control apparatus)
110 Three-way valve 120 Electronic expansion valve (first decompression means)
130 Refrigerant tank part S Intermediate throttle (second decompression means)
V1 Solenoid valve (capacitor cutoff means)
V3 Solenoid valve (Supercooling part bypass means)
V7 solenoid valve (first evaporator bypass means)
V8 solenoid valve (second evaporator bypass means)
a9 Piping (refrigerant recovery path)
a10 Piping (first evaporator bypass means)
a11 Piping (second evaporator bypass means)

Claims (9)

A compressor that sucks and compresses the refrigerant body;
A condenser that allows the refrigerant body to flow inside and exchanges heat between the refrigerant body and outside air;
A condenser unit for exchanging heat between the refrigerant discharged from the compressor and air-conditioning air introduced into the passenger compartment;
First decompression means for decompressing the refrigerant body derived from the capacitor unit or the capacitor;
A first evaporator that is disposed downstream of the first decompression means and performs heat exchange between the heat source discharged outside the vehicle and the refrigerant body;
Cooling / heating switching means for switching between the refrigerant body and the air conditioning air flow path during heating operation and the refrigerant body and the air conditioning air flow path during cooling operation;
A controller for controlling the cooling / heating switching means,
The condenser unit includes a condensing unit that exchanges heat between the air-conditioning air and the refrigerant body, a refrigerant body tank part that gas-liquid separates the refrigerant body derived from the condensing part, and the refrigerant body tank part. A vehicular air conditioning system comprising: a supercooling unit that exchanges heat between the derived refrigerant body and the air conditioning air.   2. The vehicle air conditioning system according to claim 1, further comprising a second evaporator that performs heat exchange between the refrigerant body derived from the first evaporator and the air conditioning air.   3. The condenser unit according to claim 1, wherein at least the supercooling unit is disposed on the upstream side and the condensing unit is disposed on the downstream side with respect to the flow of the air-conditioning air to be heat-exchanged. The vehicle air conditioning system described. The cooling / heating switching means includes:
First evaporator bypass means for bypassing the first evaporator;
Second evaporator bypass means for bypassing the second evaporator;
Capacitor blocking means for blocking the flow of the refrigerant through the capacitor;
A supercooling section bypass means for bypassing the refrigerant body tank section and the supercooling section;
The vehicle air conditioning system according to any one of claims 1 to 3, further comprising: an air damper that allows the capacitor unit to pass or block the air conditioning air.   5. The vehicle air conditioning system according to claim 1, further comprising a second decompression unit that is downstream of the supercooling unit and upstream of the first decompression unit. A refrigerant body recovery path from the outlet of the condenser toward the suction port of the compressor,
The vehicle air conditioning system according to any one of claims 1 to 5, wherein the refrigerant body recovery path is opened during heating operation and closed during cooling operation.   In place of the refrigerant body tank part that separates the refrigerant body into gas and liquid, the liquid refrigerant body that does not enter the supercooling part is continuously stored up to the allowable amount of the tank, and the tank is filled with the liquid refrigerant body The vehicular air conditioning system according to any one of claims 1 to 6, wherein the refrigerant body tank unit is configured to enter the condensing unit later.   The vehicular air conditioning system according to any one of claims 1 to 7, wherein the supercooling portion bypassing means and the condenser shut-off means are configured by a three-way valve.   9. The vehicle air conditioning system according to claim 1, wherein the refrigerant body tank portion of the capacitor unit is separated from the capacitor unit and disposed in the vehicle interior. 10.

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