JP2015160581A - Compressor and vehicle air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a compressor which improves heating performance while hindering heat radiation from an inverter, and to provide a vehicle air conditioner.SOLUTION: Since a heat insulation member 113 included in a compressor 11 covers a compressor body 111 without covering an inverter part 112, the heat insulation member 113 inhibits heat radiation from a refrigerant in the compressor 11 while avoiding hindering heat radiation from an inverter 112a. As a result, the performance of a heater for heating a vehicle cabin that is an air conditioning target space is improved.

Description

  The present invention relates to a compressor that compresses a refrigerant for air conditioning, and a vehicle air conditioner that includes the compressor and air-conditions a space to be air-conditioned.

  Patent Document 1 discloses a vehicle air conditioner configured by a refrigeration cycle that can be selectively switched between a cooling operation, a dehumidifying heating operation, and a heating operation. In this vehicle air conditioner, for example, when performing a heating operation, the refrigerant compressed by the compressor flows into the radiator, and the radiator is blown air into the vehicle interior as the air conditioning target space. The blown air is heated by exchanging heat with the refrigerant.

  Japanese Patent Application Laid-Open No. H10-228688 discloses an air conditioner having a well-known refrigeration cycle in order to prevent the heat of the refrigerant in the compressor from being taken away by the outside air around the compressor, that is, to prevent the heating performance from being deteriorated. A technique for covering the surface with a heat insulating member is disclosed.

  In recent years, a vehicle air conditioner that employs an electric compressor having an electric motor has become widespread, and Patent Document 3 includes an electric motor and a compression unit that compresses refrigerant by being driven by the electric motor. An electric compressor that integrally includes a compressor body and an inverter that controls the rotation speed of the electric motor is disclosed.

JP 2012-225637 A JP-A-8-193590 JP 2002-364536 A

  In a vehicle air conditioner such as that disclosed in Patent Document 1, the compressor is usually installed on the lee side of the vehicle traveling wind with respect to the outdoor heat exchanger in a place exposed to the vehicle traveling wind that is outside air, for example, in an engine room. . During the heating operation, the outdoor heat exchanger functions to cool the outside air, so the outside air cooled by the outdoor heat exchanger hits the compressor. If it becomes like this, the heat | fever of the refrigerant | coolant compressed with the compressor will be thermally radiated to outside air before being discharged from a compressor, and, thereby, the amount of heat thermally radiated from a refrigerant | coolant to blowing air by a radiator will reduce. That is, there has been a problem of reducing the heating performance of the vehicle air conditioner.

  Even if the compressor is arranged so as not to receive the vehicle traveling wind directly from the outdoor heat exchanger, the compressor is installed in a place where it is exposed to the vehicle traveling wind. There is a problem that heat dissipation from the refrigerant in the machine to the vehicle running wind is promoted.

  As a countermeasure against the heat radiation to the vehicle traveling wind, it is conceivable to cover the entire compressor with a heat insulating member as in Patent Document 2. However, when the entire compressor is covered with a heat insulating member in an electric compressor integrally having an inverter as in Patent Document 3, the temperature of the electronic components constituting the inverter rises, and thereby the electronic components are activated. There is a possibility of disappearing.

  An object of this invention is to provide the compressor and vehicle air conditioner which can aim at the improvement of heating performance, without disturbing the thermal radiation from an inverter in view of the said point.

In order to achieve the above object, in the invention of the vehicle air conditioner according to claim 1, a radiator (12) that radiates heat of the heat medium to the blown air blown into the air-conditioning target space;
A decompression device (14) for decompressing the heat medium flowing out of the radiator;
A heat absorption side heat exchanger (15) for absorbing heat of the heat exchange fluid to the heat medium flowing out from the decompression device;
An electric compressor (11) that compresses the heat medium sucked from the heat absorption side heat exchanger and then discharges it to the radiator,
The compressor
A compressor body (111) having a compression section (114) for compressing the heat medium and an electric motor (115) for driving the compression section;
An inverter part (112) having an inverter (112a) electrically connected to the electric motor and fixed to the compressor body;
It has the heat insulation member (113) which has covered the compressor main body without covering an inverter part and has heat insulation.

  According to the first aspect of the present invention, the heat insulating member of the compressor covers the compressor body without covering the inverter portion, so that heat dissipation from the inverter is not disturbed, and Heat dissipation from the heat medium can be suppressed, and as a result, the heating performance for heating the air-conditioning target space can be improved.

In the compressor invention according to claim 9, a radiator (12) that radiates heat of the heat medium to the blown air blown into the air-conditioning target space, and a pressure reducing device that depressurizes the heat medium flowing out of the radiator. In the vehicle air conditioner (8) having (14) and the heat absorption side heat exchanger (15) for absorbing the heat of the heat exchange fluid to the heat medium flowing out from the decompression device, the air is sucked from the heat absorption side heat exchanger. An electric compressor that compresses the heat medium and then discharges it to the radiator,
A compressor body (111) having a compression section (114) for compressing the heat medium and an electric motor (115) for driving the compression section;
An inverter part (112) having an inverter (112a) electrically connected to the electric motor and fixed to the compressor body;
The compressor body is covered without covering the inverter part, and a heat insulating member (113) having heat insulating properties is provided.

  According to the ninth aspect of the invention, as in the first aspect of the invention, the heat insulating member of the compressor covers the compressor main body without covering the inverter portion, and therefore, heat dissipation from the inverter. The heating performance can be improved while not disturbing the above.

  In addition, each code | symbol in the parenthesis described in this column and the claim respond | corresponds to each code | symbol described in embodiment mentioned later.

It is a schematic block diagram of the vehicle air conditioner 8 which concerns on 1st Embodiment. In 1st Embodiment, it is the image figure which showed typically the compressor 11 which the vehicle air conditioner 8 of FIG. 1 has. It is a front view of the compressor main body 111 and the inverter part 112 which the compressor 11 of FIG. 2 has. It is IV arrow line view in FIG. FIG. 4 is a view taken in the direction of arrow V in FIG. 3. It is a figure for demonstrating the manufacturing method of the heat insulation member 113 which the compressor 11 of FIG. 2 has. It is a VII arrow line view of the heat insulation member 113 in FIG. It is the figure which showed the method of mounting | wearing the heat insulation member 113 to the compressor main body 111. FIG. In 1st Embodiment, it is the figure which showed direction of the compressor 11 in an engine room. In 1st Embodiment, it is the figure which showed direction of the compressor 11 in an engine room, Comprising: It is the figure which showed arrangement | positioning of the compressor 11 different from FIG. It is the figure which showed direction of the compressor 11 in an engine room in the comparative example used in order to demonstrate the effect of 1st Embodiment. It is the figure which showed the junction part of the 1st cover part 113f of the heat insulation member 113, and the 2nd cover part 113g. It is a XIII arrow line view in FIG. It is a figure for demonstrating the effect of 1st Embodiment, Comprising: It is an image figure which compared the heating performance between the structure with the heat insulation member 113, and a structure without. It is a figure for demonstrating the effect of 1st Embodiment, Comprising: Between the structure with the heat insulation structure which covered the inverter part 112 with the heat insulating material, and the structure of this embodiment which is a structure without a heat insulation structure in the inverter part 112 FIG. 5 is an image diagram comparing the temperature of the inverter 112a during the operation of the compressor 11. It is the disassembled perspective view which showed typically the structure of the compressor 11 in 2nd Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
FIG. 1 is a schematic configuration diagram of a vehicle air conditioner 8 according to the first embodiment. In the present embodiment, for example, the refrigeration cycle apparatus 10 shown in FIG. 1 constitutes a main part of the vehicle air conditioner 8 of the hybrid vehicle. The refrigeration cycle apparatus 10 functions to cool or heat the vehicle interior air blown into the vehicle interior, which is the air conditioning target space, in the vehicle air conditioner 8.

  Therefore, the refrigeration cycle apparatus 10 includes a cooling mode refrigerant flow path for cooling the vehicle interior, that is, a cooling operation refrigerant flow path, and a dehumidification heating mode refrigerant flow path for dehumidifying heating that dehumidifies the passenger compartment, ie, a dehumidifying operation refrigerant flow. It is configured such that the passage and the refrigerant channel in the heating mode for heating the vehicle interior, that is, the refrigerant channel in the heating operation can be established alternatively.

  Further, in the refrigeration cycle apparatus 10 of the present embodiment, a general chlorofluorocarbon refrigerant is employed as a heat medium. The refrigeration cycle apparatus 10 includes a subcritical refrigeration cycle in which the pressure of the high-pressure refrigerant does not exceed the critical pressure of the refrigerant.

  As shown in FIG. 1, the refrigeration cycle apparatus 10 includes a compressor 11, an indoor condenser 12, a first expansion valve 14, an outdoor heat exchanger 15, a first on-off valve 17, a second expansion valve 19, and an indoor evaporator 20. , An accumulator 21, a second on-off valve 23, a check valve 24, a constant pressure valve 25, refrigerant passages 13, 16, 18, 22 and an electronic control device (not shown).

  The compressor 11 is a device that sucks in the refrigerant in the refrigeration cycle apparatus 10 and compresses and discharges the refrigerant. The compressor 11 is disposed in the engine room of the vehicle together with the outdoor heat exchanger 15. Specifically, the compressor 11 is disposed on the leeward side with respect to the outdoor heat exchanger 15 in the wind flow of the vehicle traveling wind blown into the engine room from the front of the vehicle.

  The compressor 11 includes an electric motor 115 (see FIG. 2) and a compression unit 114 (see FIG. 2) that is driven by the electric motor 115 and compresses the refrigerant. The compressor 11 supplies the compression power that the compressor 11 gives to the refrigerant. It is an electric compressor that changes according to speed. As a compression mechanism constituting the compression unit 114, a scroll type compression mechanism is employed in the present embodiment, and therefore the compression unit 114 may be referred to as a scroll unit. The compressor 11 will be further described later with reference to FIGS.

  The inlet side of the indoor condenser 12 is connected to the discharge port 11a (see FIG. 2) of the compressor 11. The indoor condenser 12 is arrange | positioned in the casing 31 of the indoor air conditioning unit 30 mentioned later. The indoor condenser 12 is a radiator that exchanges heat between the high-pressure discharged refrigerant discharged from the compressor 11 and the blown air blown into the vehicle interior, and radiates the heat of the discharged refrigerant to the blown air.

  A first refrigerant passage 13 that guides the refrigerant flowing out of the indoor condenser 12 to the outdoor heat exchanger 15 is connected to the outlet side of the indoor condenser 12. The first refrigerant passage 13 is provided with a first expansion valve 14 configured so that the passage area of the first refrigerant passage 13 can be changed.

  The first expansion valve 14 is a decompression device that decompresses the refrigerant flowing out of the indoor condenser 12. Specifically, the first expansion valve 14 includes an electric valve configured to change the throttle opening and an electric actuator including a stepping motor that changes the throttle opening of the valve. This is a variable aperture mechanism of the type. Accordingly, the first expansion valve 14 increases or decreases the throttle opening of the first expansion valve 14 by a control signal output from an electronic control device (not shown).

  The passage area of the first refrigerant passage 13 increases as the throttle opening of the first expansion valve 14 increases. The first expansion valve 14 expands the refrigerant under reduced pressure by restricting the refrigerant that passes through the first expansion valve 14 and flows into the outdoor heat exchanger 15.

  For example, the first expansion valve 14 allows the refrigerant to pass through without being decompressed and expanded when the first expansion valve 14 is fully opened. On the other hand, the first expansion valve 14 blocks the refrigerant flow when the first expansion valve 14 is fully closed, that is, when the throttle opening is zero. That is, the refrigerant is prevented from flowing into the outdoor heat exchanger 15.

  The inlet side of the outdoor heat exchanger 15 is connected to the outlet side of the first expansion valve 14. The outdoor heat exchanger 15 exchanges heat between outside air blown from a blower fan (not shown), that is, vehicle traveling wind, and refrigerant circulating in the outdoor heat exchanger 15. For example, the outdoor heat exchanger 15 functions as an evaporator that evaporates the refrigerant and exerts an endothermic effect in the heating mode, and functions as a radiator that radiates the refrigerant in the cooling mode.

  On the outlet side of the outdoor heat exchanger 15, the second refrigerant passage 16 that guides the refrigerant that has flowed out of the outdoor heat exchanger 15 to the inlet side of the accumulator 21, and the refrigerant that has flowed out of the outdoor heat exchanger 15 is the indoor evaporator 20. A third refrigerant passage 18 leading to the inlet side is connected.

  A first on-off valve 17 is disposed in the second refrigerant passage 16. The first on-off valve 17 is an electromagnetic valve that opens and closes the second refrigerant passage 16, and its operation is controlled by a control signal output from an electronic control device (not shown).

  In the third refrigerant passage 18, a second expansion valve 19 configured to change the passage area of the third refrigerant passage 18 is disposed. The second expansion valve 19 is an electric variable throttle mechanism similar to the first expansion valve 14 described above, and increases or decreases the throttle opening of the second expansion valve 19 by a control signal output from the electronic control unit. . Specifically, the second expansion valve 19 expands the refrigerant under reduced pressure by restricting the refrigerant that passes through the second expansion valve 19 and flows into the indoor evaporator 20 in accordance with the throttle opening. In addition, the second expansion valve 19 allows the refrigerant to pass through without being decompressed and expanded when the second expansion valve 19 is fully opened, while blocking the refrigerant flow when the second expansion valve 19 is fully closed.

  The inlet side of the indoor evaporator 20 is connected to the outlet side of the second expansion valve 19. The indoor evaporator 20 is arranged in the casing 31 of the indoor air conditioning unit 30 on the upstream side of the air flow in the vehicle interior of the indoor condenser 12. In the indoor evaporator 20, for example, the refrigerant is circulated in the cooling mode and the dehumidifying heating mode. The indoor evaporator 20 is an evaporator that cools the air in the vehicle interior by evaporating the refrigerant flowing through the interior of the vehicle by exchanging heat with the air blown into the vehicle interior before passing through the indoor condenser 12 to exhibit heat absorption. is there.

  The outlet side of the indoor evaporator 20 is connected to the inlet side of the accumulator 21 via a constant pressure valve 25. The constant pressure valve 25 is a mechanical pressure reducing device that depressurizes the refrigerant passing through the constant pressure valve 25 by mechanical operation inside the constant pressure valve 25. Specifically, the constant pressure valve 25 maintains the pressure of the refrigerant on the inlet side of the constant pressure valve 25, that is, the outlet side of the indoor evaporator 20, at a predetermined value, in other words, maintains the pressure of the refrigerant at a constant value. The refrigerant passing through 25 is depressurized.

  The accumulator 21 is a gas-liquid separator that separates the gas-liquid refrigerant flowing into the accumulator 21 and stores excess refrigerant in the cycle. A suction port 11b (see FIG. 2) of the compressor 11 is connected to the gas-phase refrigerant outlet of the accumulator 21. Therefore, the accumulator 21 functions to prevent liquid phase refrigerant from being sucked into the compressor 11 and prevent liquid compression in the compressor 11.

  Further, the refrigeration cycle apparatus 10 is provided with a bypass passage 22 that guides the refrigerant before reaching the inlet side of the first expansion valve 14 in the first refrigerant passage 13 to the inlet side of the second expansion valve 19. In other words, the bypass passage 22 is a refrigerant passage that guides the refrigerant flowing out of the indoor condenser 12 to the inlet side of the second expansion valve 19 by bypassing the first expansion valve 14 and the outdoor heat exchanger 15.

  A second on-off valve 23 is disposed in the bypass passage 22. The second on-off valve 23 is an electromagnetic valve that opens and closes the bypass passage 22, and its operation is controlled by a control signal output from the electronic control unit.

  Furthermore, in the present embodiment, a check valve 24 is disposed between the outlet side of the outdoor heat exchanger 15 in the third refrigerant passage 18 and the junction of the bypass passage 22 and the third refrigerant passage 18. The check valve 24 allows the refrigerant to flow from the outlet side of the outdoor heat exchanger 15 to the inlet side of the second expansion valve 19, while allowing the outdoor heat exchanger 15 to flow from the inlet side of the second expansion valve 19. Prohibit refrigerant flow to the outlet. With such a configuration, the check valve 24 prevents the refrigerant that has merged from the bypass passage 22 into the third refrigerant passage 18 from flowing to the outdoor heat exchanger 15 side.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside the foremost instrument panel in the vehicle interior. The indoor air conditioning unit 30 accommodates a blower (not shown), the above-described indoor condenser 12, the indoor evaporator 20, and the like in a casing 31 that forms an outer shell thereof.

  The casing 31 forms an air passage for the air blown into the passenger compartment, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength. In the casing 31, the blower is disposed on the upstream side of the blown air flow with respect to the indoor evaporator 20. And the inside air which is the air in the passenger compartment or the outside air which is the air outside the passenger compartment is sucked into the blower, and the blower blows out the sucked inside air or the outside air to the indoor evaporator 20.

  On the downstream side of the air flow of the blower, the indoor evaporator 20 and the indoor condenser 12 are arranged in this order along the flow of the air blown into the vehicle interior. In other words, the indoor evaporator 20 is arranged on the upstream side of the air flow in the vehicle interior with respect to the indoor condenser 12. Further, in the casing 31, a cold air bypass passage 35 is formed in which the air that has passed through the indoor evaporator 20 is diverted through the indoor condenser 12.

  A ventilation path switching door 36 is disposed on the downstream side of the air flow of the indoor evaporator 20 and on the upstream side of the air flow of the indoor condenser 12. The ventilation path switching door 36 switches the ventilation path of the air after passing through the indoor evaporator 20 so that the air after passing through the indoor evaporator 20 flows into the indoor condenser 12 or the cold air bypass passage 35. Further, an air outlet for blowing air into the passenger compartment is provided on the most downstream side of the blast air flow of the casing 31, and the conditioned air that has passed through the indoor condenser 12 or the cold air bypass passage 35 passes through the air outlet from the air outlet. Blown out. The ventilation path switching door 36 is driven by a servo motor (not shown) that operates according to a control signal output from the electronic control unit.

  In the vehicle air conditioner 8 configured as described above, the refrigerant flow path is switched as described above according to each air conditioning mode of the vehicle. For example, the cooling mode and the heating mode will be described.

  In the cooling mode, the electronic control unit that controls the vehicle air conditioner 8 blocks the second refrigerant passage 16 by the first opening / closing valve 17 and blocks the bypass passage 22 by the second opening / closing valve 23. Further, the first expansion valve 14 is fully opened. Thereby, in the electronic control device, the refrigerant discharged from the compressor 11 causes the indoor condenser 12, the first expansion valve 14, the outdoor heat exchanger 15, the check valve 24, the second expansion valve 19, and the indoor evaporator. 20, a refrigerant flow path that flows in the order of the constant pressure valve 25 and the accumulator 21 and returns to the compressor 11, that is, a cooling circulation path is established. The refrigerant flowing through the cooling circulation path is decompressed and expanded by the second expansion valve 19.

  In addition, the electronic control unit closes the air passage of the indoor condenser 12 by the ventilation path switching door 36, so that the entire flow rate of the blown air after passing through the indoor evaporator 20 flows to the cold air bypass passage 35. Become. The refrigerant flowing into the indoor condenser 12 flows out of the indoor condenser 12 with almost no heat exchange with the air blown into the passenger compartment.

  As described above, in the cooling mode, the air passage of the indoor condenser 12 is closed by the ventilation path switching door 36, so that the air blown into the vehicle interior cooled by the indoor evaporator 20 can be blown out into the vehicle interior. . Thereby, cooling of a vehicle interior is realizable.

  In the heating mode, the electronic control unit opens the second refrigerant passage 16 by opening the first on-off valve 17, while blocking the bypass passage 22 by the second on-off valve 23. Further, the first expansion valve 14 is brought into a throttled state in which the refrigerant flowing out of the indoor condenser 12 is decompressed and then flows to the outdoor heat exchanger 15. Further, the second expansion valve 19 is fully closed, thereby preventing the refrigerant from flowing into the indoor evaporator 20. As a result, the refrigerant discharged from the compressor 11 flows in the order of the indoor condenser 12, the first expansion valve 14, the outdoor heat exchanger 15, the first on-off valve 17, and the accumulator 21. The refrigerant flow path returning to 11, that is, the heating circulation path is established.

  In this heating circulation path, the compressor 11 compresses the refrigerant sucked from the outdoor heat exchanger 15 through the accumulator 21 and then discharges it to the indoor condenser 12. The outdoor heat exchanger 15 functions as a heat absorption side heat exchanger that absorbs the heat of the outside air as the heat exchange fluid to the refrigerant flowing out of the first expansion valve 14.

  In the heating mode, the electronic control unit closes the cold air bypass passage 35 with the air passage switching door 36, so that the total flow rate of the blown air after passing through the indoor evaporator 20 is the air passage of the indoor condenser 12. To pass through.

  As described above, in the heating mode, the heat of the high-pressure refrigerant discharged from the compressor 11 is radiated to the vehicle interior blown air by the indoor condenser 12, and the vehicle interior blown air thus heated is blown into the vehicle interior. be able to. Thereby, heating of a vehicle interior is realizable.

  Next, the compressor 11 will be described. FIG. 2 is an image diagram schematically showing the compressor 11. In FIG. 2, the heat insulating member 113 of the compressor 11 is shown in cross section. 2 represents the compressor axis CL1 that is the rotation axis of the compressor 11. In FIG.

  As shown in FIG. 2, the compressor 11 includes a compressor body 111, an inverter unit 112, and a heat insulating member 113. The compressor body 111 includes a compression unit 114 that compresses the refrigerant sucked from the suction port 11b, an electric motor 115 that rotationally drives the compression unit 114, an outer shell of the compressor body 111, and the compression unit 114 and the electric motor 115. And a main body case 116 for housing them.

  The compressor main body 111 has a substantially cylindrical shape with a surface having irregularities around the compressor axis CL1. The compressor body 111 has one end 111a at one end in one axial direction that is the axial direction of the compressor axis CL1, and the discharge port 11a that opens in the radial direction of the compressor axis CL1 is formed at the one end 111a. Is formed. In the compressor main body 111, the discharge port 11a, the compression unit 114, and the electric motor 115 are arranged in order from one end side to the other end side along the axial direction of the compressor axis CL1, that is, the compressor axis CL1 direction. In addition, the suction port 11b is disposed on the other end side of the compression portion 114 in the axial direction of the compressor axis CL1, and opens toward the radial direction of the compressor axis CL1.

  An inverter unit 112 is integrally fixed to the other end of the compressor body 111 in the direction of the compressor axis CL1. The inverter unit 112 has an inverter 112a therein. The inverter 112a is electrically connected to the electric motor 115, and controls the energization amount to the electric motor 115.

  The heat insulating member 113 is a heat insulating cover of the compressor main body 111 and is made of a resin having heat insulating properties and heat resistance. Specifically, the heat insulating member 113 is formed of a polyamide resin foam material. This is because the heat insulating member 113 is disposed in the engine room, and therefore needs to be able to withstand heat from a high-temperature heat source such as an engine. Since the heat insulating member 113 is a polyamide-based resin foam as described above, the heat insulating member 113 has some elasticity.

  And the heat insulation member 113 has covered the compressor main body 111, without covering the inverter part 112 like FIG. The heat insulating member 113 has a shape along the surface shape of the compressor main body 111 and is provided so as to be in close contact with the surface of the compressor main body 111. However, in order to make it easy to see in FIG. The compressor main body 111 and the heat insulating member 113 are shown apart from each other. This method of illustration is the same in FIGS. 8 and 12 described later.

  The compressor main body 111 will be further described with reference to FIGS. 3 is a front view of the compressor main body 111 and the inverter unit 112, FIG. 4 is a view taken along the arrow IV in FIG. 3, and FIG. 5 is a view taken along the arrow V in FIG. 3 to 5 show the outer shape of the compressor main body 111 in more detail than FIG. 2 as an image diagram.

  As shown in FIGS. 3 and 4, eight attachment portions 116 a are formed on the cylindrical side surface of the main body case 116. The attachment part 116a is a part in which, for example, a bolt hole for fixing the compressor 11 to a non-rotating member such as a vehicle body is formed. The attachment portion 116 a is formed so as to protrude from the main body case 116, and constitutes a part of the uneven surface shape of the compressor main body 111.

  Further, as shown in FIG. 5, the discharge port 11a is formed in the refrigerant discharge portion 117 that slightly protrudes from the main body case 116 in a direction orthogonal to the compressor axis CL1. In addition, the suction port 11b is formed in the refrigerant suction portion 118 that slightly protrudes from the main body case 116 in a direction orthogonal to the compressor axis CL1. The refrigerant discharge part 117 and the refrigerant suction part 118 also constitute a part of the uneven surface shape of the compressor body 111.

  Next, the heat insulation member 113 of the compressor 11 is demonstrated using FIG. 6 and FIG. 6 is a cross-sectional view taken along the line VI-VI in FIG. 7 and is a view for explaining a method for manufacturing the heat insulating member 113. Moreover, FIG. 7 is a VII arrow directional view of the heat insulation member 113 in FIG. 6 and 7 show the shape of the heat insulating member 113 before being attached to the compressor main body 111.

  Since the heat insulating member 113 is a thin resin cover member, it is molded by vacuum molding using a molding die 40 as shown in FIG. As shown in FIGS. 6 and 7, the heat insulating member 113 includes a cup-shaped portion 113a having a cup shape, a cup adjacent portion 113b divided into two with the cup-shaped portion 113a interposed therebetween, and the cup. It is comprised from the connection parts 113c and 113d which were interposed between the shape part 113a and the cup adjacent part 113b, and connected them mutually. The cup-shaped portion 113a, the cup adjacent portion 113b, and the connecting portions 113c and 113d are simultaneously formed by the vacuum forming. As described above, the heat insulating member 113 is divided into the cup-shaped portion 113a and the cup adjacent portion 113b because the surface shape of the compressor main body 111 is uneven and has a complicated shape. This is because it is difficult to attach to the compressor body 111 if it is simply formed into a cylindrical shape.

  The inside of the cup-shaped portion 113a forms a cup shape along the surface shape of the one end portion 111a (see FIG. 3), which is the tip portion of the compressor body 111. The inner side of the cup-shaped part 113a is slightly smaller than the one end part 111a so that the one end part 111a of the compressor body 111 can be fitted and the fitted state is maintained when the one end part 111a is fitted. Is formed. The cup-shaped portion 113a has a hole 113e for exposing the discharge port 11a.

  The cup adjacent portion 113b covers the outer peripheral surface around the compressor axis CL1 excluding the portion covered by the cup-shaped portion 113a in the compressor main body 111. The cup adjacent portion 113b is divided into two parts, and includes a first cover portion 113f and a second cover portion 113g. And the 1st cover part 113f and the 2nd cover part 113g are united, and it forms a cylinder shape, The inner shape follows the surface shape of the said outer peripheral surface. Specifically, the first cover portion 113f is formed with four attachment corresponding portions 113h in which the attachment portion 116a is fitted, and a hole 113i for exposing the suction port 11b. Four attachment corresponding portions 113h are formed on the cover portion 113g.

  Further, the attachment corresponding portion 113h is formed in a shape in which the attachment portion 116a is locked so that the fitting state is maintained when the attachment portion 116a is fitted. In short, the first cover portion 113f and the second cover portion 113g are formed in a shape that follows the surface shape of the outer peripheral surface of the compressor body 111 and is locked to the outer peripheral surface.

  The connecting portions 113 c and 113 d correspond to bent portions in the heat insulating member 113. One of the two connecting portions 113c and 113d uses the flexibility of the constituent material of the heat insulating member 113 to make the first cover portion 113f a cup-shaped portion 113a as shown in FIG. It is connected so that it can rotate. The other second connecting portion 113d connects the second cover portion 113g to the cup-like portion 113a so as to be rotatable on the opposite side of the cup-like portion 113a with respect to the first connecting portion 113c.

  Next, a method for attaching the heat insulating member 113 to the compressor body 111 will be described with reference to FIG. FIG. 8 is a view showing a method of attaching the heat insulating member 113 to the compressor main body 111. In FIG. 8, the attaching operation proceeds in the order of (a) → (b) → (c).

  First, in FIG. 8A, the one end 111a of the compressor main body 111 is fitted into the cup-shaped portion 113a of the heat insulating member 113 as indicated by an arrow AR1. At the same time, the convex refrigerant discharge portion 117 is fitted into the hole 113e of the cup-shaped portion 113a.

  Next, in FIG. 8B, as indicated by an arrow AR21, the first cover portion 113f is rotated with respect to the cup-shaped portion 113a with the first connecting portion 113c as a rotation center. Then, the first cover portion 113 f is brought into close contact with the main body case 116. At the same time, the mounting portion 116a on the first cover portion 113f side of the eight mounting portions 116a is fitted into the mounting corresponding portion 113h formed on the first cover portion 113f. In addition, a convex refrigerant suction portion 118 (see FIG. 5) is fitted into a hole 113i (see FIG. 7) formed in the first cover portion 113f.

  Further, as indicated by an arrow AR22, the second cover portion 113g is rotated with respect to the cup-shaped portion 113a with the second connecting portion 113d as a rotation center. Then, the second cover portion 113g is brought into close contact with the main body case 116. At the same time, the attachment portion 116a on the second cover portion 113g side is fitted into the attachment corresponding portion 113h formed on the second cover portion 113g.

  By passing through such a process, the heat insulation member 113 will cover the compressor main body 111 so that it may closely_contact | adhere to the compressor main body 111, as shown in FIG.8 (c). That is, in the compressor 11, the first cover portion 113 f covers a part of the compressor body 111 covered by the entire cup adjacent portion 113 b, and the second cover portion 113 g is the other part of the compressor body 111. Covering. And the cup adjacent part 113b which consists of the 1st cover part 113f and the 2nd cover part 113g is adjacent to the compressor axial center CL1 direction with respect to the cup-shaped part 113a, and has covered the compressor main body 111 with the cup-shaped part 113a. .

  In other words, as shown in FIG. 8C, the heat insulating member 113 attached to the compressor main body 111 has a cylindrical shape along the direction of the compressor axis CL1. Specifically, one end 113j of the heat insulating member 113 in the direction of the compressor axis CL1, that is, one end 113j constituting the cup-shaped portion 113a has a closed shape, and the other end 113k of the heat insulating member 113 is It has a shape opened in the direction of the compressor axis CL1. The compressor body 111 protrudes from the other end 113k of the heat insulating member 113, that is, from the open end 113k. 8C, after the heat insulating member 113 is fixed to the compressor body 111 with an adhesive or the like, the first cover portion 113f and the second cover portion 113g are mutually adhesive or the like. Joined by.

  Next, the arrangement of the compressor 11 in the engine room will be described with reference to FIG. FIG. 9 is a view showing the direction of the compressor 11 in the engine room. An arrow DR1 in FIG. 9 indicates the vehicle longitudinal direction DR1. In FIG. 9, the vehicle traveling wind blown to the compressor 11 as the vehicle travels flows from the front of the vehicle to the rear of the vehicle. Even when the vehicle is stopped, the outside air that has passed through the outdoor heat exchanger 15 is blown from the front of the vehicle to the compressor 11 by the blower fan that flows outside air to the outdoor heat exchanger 15 (see FIG. 1).

  Therefore, the heat insulating member 113 is disposed such that the other end 113k, which is the open end of the heat insulating member 113, is located on the leeward side of the vehicle traveling wind with respect to the one end 113j that is the closed end. That is, if one axial upper end position PAX1 that is the position of the one end 113j on the compressor axis CL1 is compared with the other axial upper end position PAX2 that is the position of the other end 113k on the compressor axis CL1, The axial center other end position PAX2 is located on the leeward side of the vehicle traveling wind with respect to the axial center one end position PAX1.

  Specifically, the compressor installation angle θ formed by the compressor axis CL1 with respect to the reference plane FCs orthogonal to the flow direction of the vehicle traveling wind is expressed by the following formula (1) with the vehicle rearward direction of the open end 113k as a positive direction. The compressor 11 is disposed in the engine room so as to be established. Therefore, the compressor 11 may be arrange | positioned like FIG. 10 (a) or (b), for example.

0 ° <θ <180 ° (1)
In the example of FIG. 10A, the compressor 11 is disposed so that the compressor installation angle θ is about 90 °, and in the example of FIG. 10B, the compressor installation angle θ is about 20 °. The compressor 11 is arranged so as to be. As in the present embodiment, when the other end 113k of the heat insulating member 113 is located on the leeward side of the vehicle traveling wind from the one end 113j, the other end 113k, which is the open end, is leeward from the leeward side of the vehicle traveling wind. It will be opened to the side. Since the vehicle traveling wind flows around the compressor 11 as indicated by the arrow ARwd shown in FIGS. 10A and 10B, the vehicle traveling wind flows between the heat insulating member 113 and the compressor main body at the other end 113k of the heat insulating member 113. It becomes difficult to flow in between 111.

  On the other hand, for example, if the compressor 11 is disposed as shown in FIG. 11A or 11B, the vehicle traveling wind is insulated at the other end 113k of the heat insulating member 113 as indicated by an arrow ARwd. It becomes easy to flow between the member 113 and the compressor main body 111. As a result, heat dissipation from the compressor body 111 to the vehicle running wind is promoted, and the heat insulating effect of the heat insulating member 113 cannot be sufficiently obtained. 11 (a) and 11 (b) are diagrams showing a comparative example used for explaining the effect of the present embodiment, and the other end of the heat insulating member 113 in any of FIGS. 11 (a) and 11 (b). 113k is located on the windward side of the vehicle running wind from one end 113j.

  FIG. 12 is a view showing a joint portion between the first cover portion 113f and the second cover portion 113g of the heat insulating member 113. In FIG. 12, only the heat insulating member 113 is shown in cross section along the XII-XII cross section of FIG. Yes. FIG. 13 is a view taken along arrow XIII in FIG. 12 and 13, the compression unit 114 is installed such that the first cover portion 113f is located on the windward side of the vehicle traveling wind than the second cover portion 113g.

  As shown in FIGS. 12 and 13, the first cover portion 113 f and the second cover portion 113 g have a shape in which the cylindrical cup adjacent portion 113 b is divided in two with respect to the plane including the compressor axis CL <b> 1. Therefore, the first cover portion 113f is in contact with the second cover portion 113g at both edge portions in the circumferential direction around the compressor axis CL1. And the 1st cover part 113f has the overlapping parts 113m and 113n which overlap with the 2nd cover part 113g at the both edge parts, respectively. The two overlapping portions 113m and 113n are provided so as to extend from the windward side of the vehicle traveling wind and overlap the outside of the second cover portion 113g as in the Pj portion of FIG. That is, the overlapping portions 113m and 113n are configured to overlap from the windward side of the vehicle traveling wind to the outside of the second cover portion 113g.

  As shown in FIG. 13, the overlapping portions 113m and 113n are provided over the entire length of the edge portion of the first cover portion 113f in the direction of the compressor axis CL1. Note that the outside of the second cover portion 113g is the side opposite to the inside of the second cover portion 113g, which is the compressor body 111 side, in the thickness direction of the second cover portion 113g as shown in FIG.

  As described above, according to the present embodiment, the heat insulating member 113 included in the compressor 11 covers the compressor main body 111 without covering the inverter unit 112, so that heat dissipation from the inverter 112 a is not hindered. The heat release from the refrigerant in the compressor 11 can be suppressed, and as a result, the heating performance for heating the vehicle interior, which is the air-conditioning target space, can be improved. In addition, the said heating performance of the vehicle air conditioner 8 is represented by the magnitude | size of the amount of heat which the indoor condenser 12 gives to vehicle interior blowing air per unit time, for example, when the compressor 11 is drive | operated by predetermined | prescribed maximum output. Is done. The air-conditioning target space is a space that is air-conditioned by the vehicle air conditioner 8.

  The effect of this embodiment will be described in detail with reference to FIGS. 14 and 15. FIG. 14 is an image diagram comparing the heating performance between the configuration with and without the heat insulating member 113. In FIG. 14, in order from the left, the heating performance when it is assumed that there is no heat dissipation from the compressor 11, the heating performance when the compressor 11 is assumed to have no heat insulating structure without the heat insulating member 113, the compressor 11 shows the heating performance in the present embodiment with a heat insulating structure having a heat insulating member 113.

  As shown in FIG. 14, if the compressor 11 has no heat insulation structure, the amount of heat released from the compressor 11 is as indicated by an arrow WD1, and the heating performance of the vehicle air conditioner 8 is as follows. Compared to the case where there is no heat radiation, the amount of heat radiation is reduced by WD1. On the other hand, the heating performance in the present embodiment with the heat insulation structure is improved by the amount of improvement in the heating performance by the heat insulation indicated by the arrow WD2 as compared with the case without the heat insulation structure. In other words, in the present embodiment, by providing the heat insulating member 113, the heating performance of the vehicle air conditioner 8 can be brought close to the case where there is no heat radiation from the compressor 11. This is due to the heat insulating property of the heat insulating member 113. More specifically, the heat insulating member 113 prevents the vehicle traveling wind from hitting the compressor main body 111, and the heat insulating effect of the heat insulating member 113 causes the compressor main body. This is because the heat radiation from 111 is suppressed.

  FIG. 15 shows a compressor 11 between a configuration with a heat insulating structure that assumes that the inverter unit 112 is covered with a heat insulating material and a configuration without a heat insulating structure in which the inverter unit 112 is not covered with a heat insulating material. It is the image figure which compared the temperature of the inverter 112a in operation | movement. In FIG. 15, the temperature of the inverter 112a when the inverter unit 112 is assumed to have a heat insulation structure and the temperature of the inverter 112a in the present embodiment where the inverter unit 112 has no heat insulation structure are displayed in order from the left.

  As shown in FIG. 15, with the heat insulation structure, the temperature of the inverter 112a may exceed the endurance temperature Tx of the electronic component that constitutes the inverter 112a. However, in this embodiment without a heat insulating structure, sufficient cooling performance can be secured to cool the inverter 112a with the outside air that is the vehicle running wind, so the compressor 112a does not exceed the endurance temperature Tx. 11 can be activated. The durable temperature Tx of the electronic component is an upper limit value of the temperature at which the electronic component can be normally operated.

  As described above with reference to FIGS. 14 and 15, the temperature rise of the inverter 112 a can be suppressed and the operation of the electronic components constituting the inverter 112 a can be prevented from being restricted due to the temperature rise. . In addition, the heating performance of the vehicle air conditioner 8 can be improved.

  Moreover, according to this embodiment, as shown in FIG.8 (c), since the heat insulation member 113 has comprised the shape along the surface shape of the compressor main body 111, the surface of the compressor main body 111 is made into the surface. It is possible to cover so that it adheres closely. Therefore, the convection of the air between the compressor main body 111 and the heat insulation member 113 is suppressed, and thereby the heating performance of the refrigeration cycle apparatus 10 can be improved.

  Further, according to the present embodiment, as shown in FIG. 8, the cup-shaped portion 113 a of the heat insulating member 113 has a cup shape along the surface shape of the one end portion 111 a of the compressor body 111, and one end thereof The portion 111a is fitted into the cup-shaped portion 113a of the heat insulating member 113. Therefore, it is possible to prevent the heat insulating member 113 from dropping from the compressor main body 111 without bonding the heat insulating member 113 to the compressor main body 111.

  In addition, according to the present embodiment, since the heat insulating member 113 has a structure that does not cover the inverter portion 112, one end 113j of the heat insulating member 113 is a closed end, but the other end 113k of the heat insulating member 113 is Open end. Therefore, when vehicle traveling wind enters between the compressor main body 111 and the heat insulating member 113 from the other end 113k, which is the open end, air convection occurs between the compressor main body 111 and the heat insulating member 113, and the heat insulating effect is obtained. It can be considered that it is significantly reduced.

  On the other hand, in the present embodiment, as shown in FIG. 9, the other end 113 k of the heat insulating member 113 is located on the leeward side of the vehicle traveling wind with respect to the one end 113 j of the heat insulating member 113 in the engine room of the vehicle. Therefore, it is possible to suppress the vehicle traveling wind from entering between the compressor main body 111 and the heat insulating member 113. Thereby, it is possible to suppress the air convection between the compressor main body 111 and the heat insulating member 113 to improve the heat insulating performance of the heat insulating member 113 and to improve the heating performance of the vehicle air conditioner 8. .

  In addition, according to the present embodiment, as shown in FIG. 12, the first cover portion 113f has overlapping portions 113m and 113n overlapping the second cover portion 113g at the edge portion in contact with the second cover portion 113g. The overlapping portions 113m and 113n are provided so as to extend from the windward side of the vehicle traveling wind and overlap the outside of the second cover portion 113g. Therefore, it is possible to prevent the vehicle traveling wind from entering between the compressor main body 111 and the heat insulating member 113 from the joint portion, that is, the boundary portion between the first cover portion 113f and the second cover portion 113g. Thereby, it is possible to improve the heat insulation performance of the heat insulation member 113 and to improve the heating performance of the vehicle air conditioner 8 as described above.

  Further, according to the present embodiment, as shown in FIG. 7, the heat insulating member 113 is adjacent to the cup-shaped portion 113a and covers the compressor body 111 together with the cup-shaped portion 113a. It has the connection parts 113c and 113d which have connected the part 113b with the cup-shaped part 113a so that rotation is possible. Therefore, since the heat insulating member 113 has a structure divided into the cup adjacent portion 113b and the cup-shaped portion 113a, the heat insulating member 113 has a shape along the surface shape of the compressor main body 111 as an integral structure that is not divided as such. Even when it is difficult to form, it is possible to form into a shape along the surface shape of the compressor body 111.

  And since the cup-shaped part 113a and the cup adjacent part 113b become one component by providing the connection parts 113c and 113d, as shown in FIG. The number of parts can be reduced, and the cost can be reduced accordingly. Further, the connecting portions 113c and 113d function as a joining member that joins the cup adjacent portion 113b to the cup-shaped portion 113a after the heat insulating member 113 is attached to the compressor main body 111, so that the cup adjacent portion 113b is connected to the cup-shaped portion. The fixing parts for fixing to 113a can be reduced.

  Moreover, according to this embodiment, since the heat insulation member 113 is comprised from the resin-made foam material which has heat resistance, even if arrange | positioning in a high temperature engine room, the heat insulation member 113 resulting from atmospheric temperature of It is possible to prevent deformation and damage.

  In addition, according to the present embodiment, the heat insulating member 113 does not cover the entire compressor main body 111 as shown in FIG. 2, but the outlet of the compressor main body 111 in the direction of the compressor axis CL <b> 1. The compressor main body 111 is covered from the position PS1 where 11a is provided to the position PS2 where the compression unit 114 is provided. That is, the heat insulating member 113 covers at least the range indicated by the arrow RNcv in FIG. Here, in order to improve the heating performance of the vehicle air conditioner 8, the heat of the refrigerant compressed to the high temperature by the compression unit 114 is prevented from being radiated before the refrigerant is discharged from the discharge port 11a. Is effective. Therefore, by covering the range indicated by the arrow RNcv in FIG. 2 with the heat insulating member 113, it is possible to achieve heat insulation around the compressor body 111 without excess or deficiency for the purpose of improving the heating performance.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the present embodiment, differences from the first embodiment will be mainly described, and the same or equivalent parts as those in the first embodiment will be omitted or simplified.

  In this embodiment, the heat insulating member 113 of the compressor 11 is different from that of the first embodiment, and the heat insulating member 113 of this embodiment has a two-part configuration as shown in FIG. FIG. 16 is an exploded perspective view schematically showing the configuration of the compressor 11 in the present embodiment.

  The heat insulating member 113 of the present embodiment is composed of two parts, a first heat insulating part 44 and a second heat insulating part 46. The first heat insulating portion 44 has one shape in which the heat insulating member 113 is divided in two with respect to the plane including the compressor axis CL1, and the second heat insulating portion 46 has the other shape divided in two. Yes.

  The compressor main body 111 is sandwiched between the first heat insulating portion 44 and the second heat insulating portion 46, and a coupling portion 441 that is an edge portion on the second heat insulating portion 46 side in the first heat insulating portion 44 and the second heat insulating portion. A joint portion 461 that is an edge portion of the portion 46 on the first heat insulating portion 44 side is joined to each other. Thus, the heat insulating member 113 is in close contact with the surface of the compressor main body 111 and covers the compressor main body 111. For example, an adhesive is used for joining the first heat insulating portion 44 and the second heat insulating portion 46.

  In this embodiment as well, as in the first embodiment, the heat insulating member 113 covers the compressor main body 111 without covering the inverter portion 112, so that the heat radiation from the inverter 112a is not hindered and the vehicle air conditioning is performed. The heating performance of the device 8 can be improved.

(Other embodiments)
(1) In each of the above-described embodiments, a scroll-type compression mechanism is employed as the compression mechanism of the compressor 11, but other compression mechanisms may be employed, for example, a vane-type compression mechanism is employed. There is no problem.

  (2) In each of the above-described embodiments, the heat insulating member 113 is made of a polyamide-based resin foam material. However, the material of the heat insulating member 113 is not limited, and may not be a foam material or a resin. Good.

  (3) In the first embodiment described above, the heat insulating member 113 includes the two connecting portions 113c and 113d. However, the connecting portions 113c and 113d may be provided at one location or at three or more locations. There is no problem. For example, in the configuration of the heat insulating member 113 having one connecting portion 113c, 113d, that is, in the configuration in which the first connecting portion 113c is provided without the second connecting portion 113d, the second cover portion 113g is shown in FIG. In the closed state as shown in (c), it is integrally fixed to the cup-shaped portion 113a, and the first cover portion 113f is rotatably connected to the cup-shaped portion 113a by a connecting portion 113c.

  In addition, when the surface shape of the compressor body 111 is not complicated, or when a heat insulating material having a high elasticity such as foam rubber is adopted as the material of the heat insulating member 113, the cup adjacent portion 113b is cup-shaped. In some cases, the heat insulating member 113 can be attached to the compressor main body 111 even if it is integrally fixed to the portion 113a. In such a case, the heat insulating member 113 may be one in which the cup adjacent portion 113b is integrally fixed to the cup-shaped portion 113a. In that case, since the heat insulating member 113 has an integral structure along the surface shape of the compressor main body 111, the connecting portions 113c and 113d are unnecessary.

  (4) In the second embodiment described above, the heat insulating member 113 has a two-part structure, but it may be divided into three or more heat insulating parts.

  (5) In each of the above-described embodiments, the vehicle air conditioner 8 is operated in any one of the cooling mode, the dehumidifying heating mode, and the heating mode, but the air conditioning mode need not be switchable. For example, an air conditioning mode other than the heating mode, that is, a cooling mode and a dehumidifying heating mode may not be provided.

  (6) In each of the above-described embodiments, the heat insulating member 113 is formed by vacuum forming. However, the method for manufacturing the heat insulating member 113 is not limited. For example, the heat insulating member 113 may be manufactured by injection molding or cutting. It may be manufactured by processing.

  In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Yes. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. In each of the above embodiments, when referring to the material, shape, positional relationship, etc. of the constituent elements, etc., unless otherwise specified, or in principle limited to a specific material, shape, positional relationship, etc. The material, shape, positional relationship, etc. are not limited.

8 Vehicle air conditioner 11 Compressor 12 Indoor condenser (radiator)
14 First expansion valve (pressure reduction device)
15 Outdoor heat exchanger (heat absorption side heat exchanger)
DESCRIPTION OF SYMBOLS 111 Compressor main body 112 Inverter part 113 Heat insulation member 114 Compression part 115 Electric motor

Claims (16)

A radiator (12) for radiating heat of the heat medium to the blown air blown into the air-conditioning target space;
A decompression device (14) for decompressing the heat medium flowing out of the radiator;
A heat absorption side heat exchanger (15) for absorbing heat of the heat exchange fluid to the heat medium flowing out from the decompression device;
An electric compressor (11) for compressing the heat medium sucked from the heat absorption side heat exchanger and then discharging the heat medium to the radiator,
The compressor is
A compressor body (111) having a compression section (114) for compressing the heat medium and an electric motor (115) for driving the compression section;
An inverter unit (112) having an inverter (112a) electrically connected to the electric motor and fixed to the compressor body;
A vehicle air conditioner comprising a heat insulating member (113) that covers the compressor main body without covering the inverter portion and has heat insulating properties.   The vehicle air conditioner according to claim 1, wherein the heat insulating member of the compressor has a shape along a surface shape of the compressor main body. While the compressor body has one end (111a) at one end in the uniaxial direction, the inverter section is fixed to the other end in the uniaxial direction of the compressor body,
The heat insulating member has a cup-shaped portion (113a) that forms a cup shape along the surface shape of the one end portion,
The vehicle air conditioner according to claim 1 or 2, wherein the one end is fitted into the cup-shaped portion. The heat insulating member of the compressor has a cylindrical shape along the uniaxial direction, one end of the heat insulating member in the uniaxial direction has a closed shape, and constitutes the cup-shaped portion. The end has a shape opened in the uniaxial direction,
4. The vehicle air conditioner according to claim 3, wherein the heat insulating member is disposed such that the other end of the heat insulating member is located on the leeward side of the vehicle traveling wind with respect to the one end.   The heat insulating member is adjacent to the cup-shaped part and covers the compressor main body together with the cup-shaped part, and the cup adjacent part is rotatably connected to the cup-shaped part. The vehicle air conditioner according to claim 3 or 4, further comprising a connecting portion (113c, 113d). The cup adjacent portion includes a first cover portion (113f) that covers a part of the compressor main body that is covered by the cup adjacent portion, and a second cover portion (113g) that covers the other portion,
The first cover part has an overlapping part (113m, 113n) overlapping the second cover part at an edge part in contact with the second cover part,
The vehicle air conditioner according to claim 5, wherein the overlapping portion is provided so as to extend from the windward side of the vehicle traveling wind and overlap the outside of the second cover portion.   The heat insulating member is a position (PS2) where the compression unit is provided from a position (PS1) where the discharge port (11a) for discharging the heat medium is provided in the uniaxial direction in the compressor body. The vehicular air conditioner according to any one of claims 3 to 6, wherein the compressor main body is covered.   8. The vehicle air conditioner according to claim 1, wherein the heat insulating member is formed of a resin foam material having heat resistance. 9. A radiator (12) that radiates heat of the heat medium to the blown air that is blown into the air-conditioning target space, a decompression device (14) that decompresses the heat medium that has flowed out of the radiator, and the outflow that has flowed out of the decompression device In a vehicle air conditioner (8) having a heat absorption side heat exchanger (15) for absorbing heat of the heat exchange fluid into the heat medium, the heat medium sucked from the heat absorption side heat exchanger is compressed and then An electric compressor that discharges to a radiator,
A compressor body (111) having a compression section (114) for compressing the heat medium and an electric motor (115) for driving the compression section;
An inverter unit (112) having an inverter (112a) electrically connected to the electric motor and fixed to the compressor body;
A compressor comprising: a heat insulating member (113) that covers the compressor main body without covering the inverter portion and has heat insulating properties.   The compressor according to claim 9, wherein the heat insulating member has a shape along a surface shape of the compressor main body. While the compressor body has one end (111a) at one end in the uniaxial direction, the inverter section is fixed to the other end in the uniaxial direction of the compressor body,
The heat insulating member has a cup-shaped portion (113a) that forms a cup shape along the surface shape of the one end portion,
The compressor according to claim 9 or 10, wherein the one end portion is fitted into the cup-shaped portion. The heat insulating member has a cylindrical shape along the uniaxial direction, one end of the heat insulating member in the uniaxial direction forms a closed shape and forms the cup-shaped portion, and the other end of the heat insulating member It has a shape that is open in one axis direction,
The compressor according to claim 11, wherein the heat insulating member is disposed such that the other end of the heat insulating member is located on the leeward side of the vehicle traveling wind with respect to the one end.   The heat insulating member is adjacent to the cup-shaped part and covers the compressor main body together with the cup-shaped part, and the cup adjacent part is rotatably connected to the cup-shaped part. The compressor according to claim 11 or 12, further comprising a connecting portion (113c, 113d). The cup adjacent portion includes a first cover portion (113f) that covers a part of the compressor main body that is covered by the cup adjacent portion, and a second cover portion (113g) that covers the other portion,
The first cover part has an overlapping part (113m, 113n) overlapping the second cover part at an edge part in contact with the second cover part,
The compressor according to claim 13, wherein the overlapping portion is provided so as to extend from the windward side of the vehicle traveling wind and overlap the outside of the second cover portion.   The heat insulating member is a position (PS2) where the compression unit is provided from a position (PS1) where the discharge port (11a) for discharging the heat medium is provided in the uniaxial direction in the compressor body. The compressor according to any one of claims 11 to 14, wherein the compressor body is covered.   The compressor according to any one of claims 9 to 15, wherein the heat insulating member is formed of a resin foam material having heat resistance.

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