JP2015218941A - Flow control valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flow control valve capable of being miniaturized as a device having both of a function for switching refrigerant circulation passages, and a function for decompressing and expanding a refrigerant.SOLUTION: A push rod 42 successively enters a first operation range, a second operation range and a third operation range in accompany with movement from one side to the other side in a valve shaft center direction DR1. In the first operation range, the push rod 42 makes a first valve element 34 open a first decompression passage 321b, and makes a second valve element 38 close a second decompression passage 322b. In the second operation range, the push rod makes the first valve element 34 close the first decompression passage 321b and makes the second valve element 38 close the second decompression passage 322b. Further in the third operation range, the push rod makes the first valve element 34 close the first decompression passage 321b and makes the second valve element 38 open the second decompression passage 322b. Thus an integrated valve 30 can be easily miniaturized as a flow control valve also having a refrigerant circulation passage switching function.

Description

  The present invention relates to a flow control valve constituting a part of a refrigeration cycle.

  In recent years, operation modes of air conditioners that perform heating or cooling have increased. In particular, the operation modes of vehicle air conditioners such as air conditioners for electric vehicles are increasing. In order to cope with this increase in the operation mode, it is necessary to switch the flow path of the refrigerant in the refrigeration cycle of the air conditioner, and the required number of flow path switching valves for switching the flow path is increasing. For example, Patent Document 1 discloses the flow path switching valve.

  A multi-way switching valve that is a flow path switching valve of Patent Document 1 includes a housing in which a plurality of ports are formed, and a first spool and a second spool that are accommodated in the housing and are slidable in one axial direction. . Then, by moving the first spool and the second spool in the uniaxial direction, the communication relationship between the plurality of ports is switched in the housing.

Japanese Patent Application Laid-Open No. 10-122397

  As described above, the required number of flow path switching valves has increased with the increase in operation mode, but at the same time, the required number of flow control valves that decompress and expand the refrigerant has also increased. However, although the multi-way switching valve of Patent Document 1 has a function of switching the refrigerant flow path, it does not have a function as the flow control valve. Therefore, in the air conditioner using the multi-way switching valve of Patent Document 1, a flow control valve is necessary in addition to the multi-way switching valve, and there is a problem that the air conditioning apparatus having a refrigeration cycle is enlarged as a whole. .

  In view of the above points, the present invention provides a flow control valve that can be easily made compact as an apparatus having both a function of switching a flow path of a heat medium as a refrigerant and a function of decompressing and expanding the heat medium. With the goal.

In order to achieve the above object, the invention according to claim 1 is a flow control valve for a refrigeration cycle used in a refrigeration cycle (11),
The first inflow port (30a) into which the heat medium circulating in the refrigeration cycle flows, the second inflow port (30b) into which the heat medium flows in, the outflow port (30c) through which the heat medium flows out, and the heat flowing in from the first inflow port. A body in which a first decompression passage (321b) that expands the medium under reduced pressure and flows to the outlet and a second decompression passage (322b) that decompresses and expands the heat medium flowing from the second inlet and flows to the outlet is formed. Part (32);
A first valve body (34) for opening and closing the first decompression passage;
A first urging portion (36) for urging the first valve body so as to close the first decompression passage;
A second valve body (38) for opening and closing the second decompression passage;
A second urging portion (40) for urging the second valve body so as to close the second decompression passage;
It moves in the axial direction (DR1) of the uniaxial center (CL1), and as it moves in one of the axial directions, the opening of the first pressure reducing passage is increased against the first urging portion. Actuating the first valve body, conversely, the valve operation that operates the second valve body so as to increase the opening of the second pressure reducing passage against the second urging portion as it moves in the other axial direction. Part (42);
An actuator (44) for moving the valve operating portion in the axial direction of the uniaxial center,
The valve operating unit sequentially opens the first pressure reducing passage in the first valve body and closes the second pressure reducing passage in the second valve body in accordance with the movement from one to the other in the axial direction. A second operating range in which the first valve body closes the first pressure reducing passage and the second valve body closes the second pressure reducing passage; the first valve body closes the first pressure reducing passage and the second valve body 2 It enters into the 3rd operation range which opens a pressure-reduction passage, It is characterized by the above-mentioned.

  According to the above-described invention, the actuator moves the valve actuating portion in the axial direction of the uniaxial center, and the valve actuating portion sequentially moves the first valve body as it moves from one to the other in the axial direction. A first operating range in which the first pressure reducing passage is opened and the second valve body is closed with the second pressure reducing passage, the first valve body is closed with the first pressure reducing passage and the second valve body is closed with the second pressure reducing passage. The second operating range is to enter the third operating range in which the first valve body closes the first pressure reducing passage and the second valve body opens the second pressure reducing passage, so that the first pressure reducing passage and the second pressure reducing passage Closing one and opening the other can be done with a common actuator and valve actuation. Then, the opening degree of the other decompression passage can be adjusted. Therefore, it is easy to achieve compactness as a device having both a function of switching the flow path of the heat medium and a function of decompressing and expanding the heat medium.

  In addition, each code | symbol in the bracket | parenthesis described in a claim and this column is an example which shows a corresponding relationship with the specific content as described in embodiment mentioned later.

In 1st Embodiment, it is the figure which showed the whole structure of the vehicle air conditioner 10 which has the integrated valve 30 as a flow control valve of this invention. In 1st Embodiment, it is the figure which added the refrigerant | coolant flow at the time of heating mode to FIG. In 1st Embodiment, it is the figure which added the refrigerant | coolant flow at the time of dehumidification heating mode to FIG. In 1st Embodiment, it is the figure which added the refrigerant | coolant flow at the time of the air_conditioning | cooling mode to FIG. FIG. 2 is a diagram illustrating a detailed configuration of the integrated valve 30 of FIG. 1, and is a cross-sectional view of the integrated valve 30 cut along a cross section including a valve axis CL <b> 1 that is a central axis of the integrated valve 30. It is VI-VI sectional drawing of FIG. FIG. 6 is a view showing a state of the integrated valve 30 when the push rod 42 in FIG. 5 is in the second operation range, and is a cross-sectional view similar to FIG. 5. FIG. 6 is a view showing a state of the integrated valve 30 when the push rod 42 of FIG. 5 is in the third operation range, and is a cross-sectional view similar to FIG. It is a whole block diagram of the vehicle air conditioner 10 in 2nd Embodiment, Comprising: It is a figure equivalent to FIG.

  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 an overall configuration diagram of a vehicle air conditioner 10 having an integrated valve 30 as a flow control valve of the present invention. The vehicle air conditioner 10 is an air conditioner that is mounted on a hybrid vehicle and performs air conditioning in a vehicle interior. Unlike a conventional engine vehicle that uses only a gasoline engine or a diesel engine as a driving power source for driving, the hybrid vehicle has a small amount of engine waste heat. The same applies to an electric vehicle, and there is no waste heat itself in an electric vehicle. Therefore, it is difficult to perform heating using engine waste heat as in the engine vehicle. Therefore, in a hybrid vehicle or an electric vehicle, heating is performed using an electric heater or the like. However, in order to efficiently perform heating, it has been promoted to employ a heat pump that heats blown air by heat exchange with a refrigerant. .

  On the other hand, in a hybrid vehicle or an electric vehicle, in order to perform simple dehumidification and cooling without heating, an air conditioner cycle similar to that of an engine vehicle, that is, an air conditioner cycle that cools blown air by heat exchange with a refrigerant is employed. And the heat pump cycle for heating can share many components, such as a compressor, a heat exchanger, and piping, with the air-conditioner cycle for cooling. For these reasons, the vehicle air conditioner 10 of the present embodiment includes the refrigeration cycle 11 shown in FIG. 1 that can be operated in a plurality of operation modes such as heating and cooling by switching the refrigerant circulation path.

  The refrigeration cycle 11 in FIG. 1 is a vapor compression refrigeration cycle. As the heat medium, that is, the refrigerant circulating in the refrigeration cycle 11, a chlorofluorocarbon refrigerant (for example, R134a) is employed. This refrigeration cycle 11 is a subcritical cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

  The vehicle air conditioner 10 has three operation modes: a cooling mode for cooling the passenger compartment, a heating mode for heating the passenger compartment, and a dehumidifying heating mode for heating while dehumidifying the passenger compartment. It is alternatively switched to the operating mode.

  The vehicle air conditioner 10 includes a vehicle interior air conditioning unit 12 disposed in the vehicle interior, a compressor 14, an expansion valve 16, an outdoor heat exchanger 18 for exchanging heat between the outside air and the refrigerant, and a refrigerant flow passage according to an electric signal. Are provided with an electromagnetic on-off valve 20, an evaporation pressure control valve 22, a gas-liquid separator 24 for separating gas and liquid, an integrated valve 30 and the like.

  The vehicle interior air conditioning unit 12 is disposed inside the foremost instrument panel in the vehicle interior. The vehicle interior air conditioning unit 12 includes an electric blower 121, an indoor evaporator 122 disposed on the downstream side of the air flow with respect to the blower 121, an indoor condenser 123 disposed on the downstream side of the air flow with respect to the indoor evaporator 122, and indoor evaporation. The heater core 124, the air mix door 125, etc. which are arrange | positioned in the air flow downstream with respect to the condenser 122 and the air flow upstream with respect to the indoor condenser 123 are provided. The vehicle interior air conditioning unit 12 then blows out the air conditioned by the indoor evaporator 122, the indoor condenser 123, and the heater core 124 into the vehicle interior.

  The blower 121 is, for example, a centrifugal blower, and sucks outside air that is air outside the passenger compartment or inside air that is air inside the passenger compartment, and blows out the sucked air. The air blown out from the blower 121 flows to the indoor evaporator 122.

  The indoor evaporator 122 is disposed in the vehicle interior air conditioning unit 12. The indoor evaporator 122 heat-exchanges the air passing through the indoor evaporator 122 and the refrigerant circulating in the refrigeration cycle 11, evaporates the refrigerant by the heat exchange, and cools the air passing therethrough. That is, the indoor evaporator 122 is an evaporator that cools the air blown into the vehicle interior.

  The indoor evaporator 122 is refrigerated together with the indoor condenser 123, the compressor 14, the expansion valve 16, the outdoor heat exchanger 18, the electromagnetic on-off valve 20, the evaporation pressure control valve 22, the gas-liquid separator 24, the integrated valve 30, and the like. Cycle 11 is configured. The refrigerant inlet 122 a of the indoor evaporator 122 is connected to the outlet 30 c of the integrated valve 30, and the refrigerant outlet 122 b of the indoor evaporator 122 is connected to the inlet side of the gas-liquid separator 24 via the evaporation pressure control valve 22. . That is, in the indoor evaporator 122, the refrigerant flows in from the refrigerant inlet 122a and flows out from the refrigerant outlet 122b.

  In the vehicle interior air conditioning unit 12, the air is guided downstream of the indoor condenser 123 by bypassing the heating passage 12 a provided with the indoor condenser 123 and the heater core 124, and the indoor condenser 123 and the heater core 124. A bypass passage 12 b is formed on the downstream side of the air flow with respect to the indoor evaporator 122. The air flowing through the heating passage 12a is heated by one or both of the indoor condenser 123 and the heater core 124.

  The air mix door 125 opens and closes the heating passage 12a and the bypass passage 12b, and the air volume ratio at which the air from the indoor evaporator 122 flows into the heating passage 12a and the bypass passage 12b is set to the rotational position of the air mix door 125. Adjust accordingly.

  The indoor condenser 123 exchanges heat between the air passing through the indoor condenser 123 and the refrigerant circulating in the refrigeration cycle 11, condensing the refrigerant by the heat exchange, and heating the air passing therethrough. That is, it is an indoor capacitor.

  The refrigerant outlet 14a of the compressor 14 is connected to the refrigerant inlet side of the indoor condenser 123, and the refrigerant flowing out of the indoor condenser 123 is connected to the outdoor heat exchanger 18 on the refrigerant outlet side of the indoor condenser 123. A first refrigerant passage 111 leading to is connected. In the cooling mode, the heating passage 12a is closed by the air mix door 125, and in this case, heat exchange between the air and the refrigerant is not performed.

  The heater core 124 is a heater that heats the air passing through the heater core 124 using waste heat of the engine that outputs the driving force for traveling the vehicle. Engine cooling water that outputs vehicle driving force is circulated in the heater core 124, and the heater core 124 causes heat exchange between the air passing through the heater core 124 and the engine cooling water, thereby the air. Heat.

  The compressor 14 is disposed in the engine room, sucks refrigerant from the refrigerant suction port 14b in the refrigeration cycle 11, compresses the refrigerant, and discharges the refrigerant from the refrigerant discharge port 14a. The compressor 14 is configured as an electric compressor driven by an electric motor. The discharge flow rate of the refrigerant discharged from the compressor 14 changes according to the rotational speed of the compressor 14, and the rotational speed is changed by a control signal output from an electronic control device (not shown).

  The expansion valve 16 is disposed in the first refrigerant passage 111, and is configured so that the passage area of the first refrigerant passage 111 can be changed. The expansion valve 16 is a decompression device that decompresses the refrigerant flowing out of the indoor condenser 123.

  Specifically, the expansion valve 16 is an electric variable throttle mechanism that includes a valve body that can change the throttle opening degree and a stepping motor that changes the throttle opening degree of the valve body. is there. Therefore, the expansion valve 16 increases or decreases the throttle opening (simply referred to as “opening”) of the expansion valve 16 according to a control signal output from an electronic control device (not shown).

  The passage area of the first refrigerant passage 111 increases as the throttle opening of the expansion valve 16 increases. The expansion valve 16 expands the refrigerant under reduced pressure by restricting the refrigerant that passes through the expansion valve 16 and flows into the outdoor heat exchanger 18.

  For example, the expansion valve 16 allows the refrigerant to pass through without being decompressed and expanded when the expansion valve 16 is fully opened. On the other hand, the expansion valve 16 blocks the refrigerant flow when the expansion valve 16 is fully closed, that is, when the throttle opening is zero. That is, the refrigerant is prevented from flowing into the outdoor heat exchanger 18.

  The inlet side of the outdoor heat exchanger 18 is connected to the outlet side of the expansion valve 16. The outdoor heat exchanger 18 is disposed in the engine room, and exchanges heat between the vehicle traveling wind blown from a blower fan (not shown) and the refrigerant circulating in the outdoor heat exchanger 18. For example, the outdoor heat exchanger 18 functions as an evaporator that evaporates the refrigerant and exerts an endothermic effect in the heating mode or the like, and functions as a radiator that radiates the refrigerant in the cooling mode or the like.

  The outlet side of the outdoor heat exchanger 18 is integrated with the second refrigerant passage 112 that guides the refrigerant flowing out of the outdoor heat exchanger 18 to the inlet side of the gas-liquid separator 24 and the refrigerant flowing out of the outdoor heat exchanger 18. A third refrigerant passage 113 that leads to the second inlet 30b of the valve 30 is connected.

  An electromagnetic opening / closing valve 20 is disposed in the second refrigerant passage 112. The electromagnetic on-off valve 20 is an electromagnetic valve that opens and closes the second refrigerant passage 112, and its operation is controlled by a control signal output from an electronic control device (not shown).

  Further, the refrigeration cycle 11 is provided with a fourth refrigerant passage 114 that guides the refrigerant before reaching the inlet side of the expansion valve 16 in the first refrigerant passage 111 to the first inlet 30a of the integrated valve 30. In other words, the fourth refrigerant passage 114 is a refrigerant passage that guides the refrigerant flowing out of the indoor condenser 123 to the integrated valve 30 by bypassing the expansion valve 16 and the outdoor heat exchanger 18.

  The evaporation pressure control valve 22 is disposed upstream of the connection point to which the second refrigerant passage 112 is connected in the refrigerant flow path from the refrigerant outlet 122b of the indoor evaporator 122 to the gas-liquid separator 24. The evaporating pressure control valve 22 is a mechanical depressurizing device that depressurizes the refrigerant passing through the evaporating pressure control valve 22 by a mechanical operation therein. Specifically, the evaporation pressure control valve 22 holds the refrigerant pressure at the inlet side of the evaporation pressure control valve 22, that is, the refrigerant outlet 122b of the indoor evaporator 122 at a predetermined value, in other words, holds the refrigerant pressure constant. Then, the refrigerant passing through the evaporation pressure control valve 22 is decompressed. The refrigerant pressure on the inlet side of the evaporation pressure control valve 22 is set so that condensation in the indoor evaporator 122 can be prevented.

  The gas-liquid separator 24 is an accumulator that separates the gas-liquid of the refrigerant that has flowed into the refrigerant and stores excess refrigerant in the refrigeration cycle 11. A refrigerant suction port 14 b of the compressor 14 is connected to the gas phase refrigerant outlet of the gas-liquid separator 24. Therefore, the gas-liquid separator 24 functions to prevent the liquid phase refrigerant from being sucked into the compressor 14 and prevent liquid compression in the compressor 14.

  The integrated valve 30 includes a first flow rate control unit 301 and a second flow rate control unit 302. And the 1st flow control part 301 adjusts the flow volume of the refrigerant which flowed in from the 1st inflow port 30a, carries out decompression expansion of the refrigerant, and flows it into outflow port 30c. On the other hand, the second flow rate control unit 302 adjusts the flow rate of the refrigerant flowing in from the second inflow port 30b, decompresses and expands the refrigerant, and flows it to the outflow port 30c. That is, the integrated valve 30 is an integrated flow control valve in which two flow control valves are integrated. The structure of the integrated valve 30 will be described later. The integrated valve 30 can set one or both of the first flow rate control unit 301 and the second flow rate control unit 302 to a shut-off state that shuts off the refrigerant flow, that is, a fully closed state. The refrigerant does not flow from both the part 301 and the second flow rate control part 302 to the outlet 30c at the same time.

  In the vehicle air conditioner 10 configured as described above, the refrigerant flow of the refrigeration cycle 11 is switched according to each operation mode described above. Therefore, the operation mode of the vehicle air conditioner 10 is also the operation mode of the refrigeration cycle 11 as it is.

  First, the heating mode of the vehicle air conditioner 10 will be described. In the heating mode of the vehicle air conditioner 10, the electronic control unit that controls the air conditioning of the vehicle air conditioner 10 opens the second refrigerant passage 112 by opening the electromagnetic on-off valve 20. Further, the opening degree of the expansion valve 16 is controlled to the target opening degree, and the expansion valve 16 is brought into a throttle state in which the refrigerant flowing out from the indoor condenser 123 is decompressed and then flowed to the outdoor heat exchanger 18. Further, the first flow rate control unit 301 of the integrated valve 30 is fully closed as shown in Table 1 below, thereby blocking the fourth refrigerant passage 114 and the second flow rate control unit 302 is also fully closed. Thus, the refrigerant is prevented from flowing into the indoor evaporator 122. In Table 1 below, the fully closed state is described as “closed”, and the state where the throttle opening is controlled by opening the valve is described as “control”.

これらの弁操作により、暖房モードにおいて冷凍サイクル１１では、圧縮機１４から吐出された冷媒が、室内凝縮器１２３、膨張弁１６、室外熱交換器１８、電磁開閉弁２０、気液分離器２４の順に流れて圧縮機１４に戻る冷媒流路が成立させられる。すなわち、図２の矢印ＡＲｈのように冷媒が循環する暖房循環経路が成立させられる。図２は、暖房モード時の冷媒流れを図１に追記した図である。

By these valve operations, in the refrigeration cycle 11 in the heating mode, the refrigerant discharged from the compressor 14 flows into the indoor condenser 123, the expansion valve 16, the outdoor heat exchanger 18, the electromagnetic on-off valve 20, and the gas-liquid separator 24. A refrigerant flow path that sequentially flows back to the compressor 14 is established. That is, a heating circulation path through which the refrigerant circulates is established as indicated by an arrow ARh in FIG. FIG. 2 is a diagram in which the refrigerant flow in the heating mode is added to FIG.

  In this heating circulation path, the compressor 14 compresses the refrigerant sucked from the outdoor heat exchanger 18 through the gas-liquid separator 24 and then discharges it to the indoor condenser 123. The outdoor heat exchanger 18 functions as a heat absorption side heat exchanger that absorbs the heat of the outside air into the refrigerant that has flowed into the outdoor heat exchanger 18.

  In the heating mode, the electronic control unit closes the bypass passage 12b by the air mix door 125, so that the entire flow rate of the blown air after passing through the indoor evaporator 122 passes through the heating passage 12a. .

  As described above, in the heating mode, the high-temperature and high-pressure refrigerant compressed by the compressor 14 flows into the indoor condenser 123, and the heat of the high-temperature and high-pressure refrigerant is radiated to the blown air by the indoor condenser 123 and the heater core. 124 causes the air to be heated. By heating the blown air thus heated into the vehicle interior, the vehicle interior is heated.

  Next, the dehumidifying heating mode of the vehicle air conditioner 10 will be described. When the humidity in the vehicle interior becomes high, the window glass becomes cloudy, so it is necessary to dehumidify the vehicle interior. And when humidity becomes high during heating, dehumidification and heating must be performed in parallel. Therefore, the dehumidifying and heating mode is selected to perform dehumidification and heating in parallel.

  In the dehumidifying and heating mode of the vehicle air conditioner 10, the electronic control unit opens the second refrigerant passage 112 by opening the electromagnetic on-off valve 20 in the same manner as in the heating mode. Further, the opening degree of the expansion valve 16 is controlled to the target opening degree, and the expansion valve 16 is brought into a throttle state in which the refrigerant flowing out from the indoor condenser 123 is decompressed and then flowed to the outdoor heat exchanger 18. Further, the second flow rate controller 302 of the integrated valve 30 is fully closed as shown in Table 1 above, thereby preventing the refrigerant from flowing from the outdoor heat exchanger 18 to the indoor evaporator 122. On the other hand, unlike the heating mode, for dehumidification, the first flow rate control unit 301 of the integrated valve 30 is opened to adjust the throttle opening, thereby opening the fourth refrigerant passage 114. Then, the refrigerant flowing out of the indoor condenser 123 is decompressed, and the decompressed refrigerant having a low temperature is caused to flow into the indoor evaporator 122.

  These valve operations establish a dehumidifying and heating circulation path in which the refrigerant circulates in the refrigeration cycle 11 in the dehumidifying and heating mode, as indicated by an arrow ARdh in FIG. FIG. 3 is a diagram in which the refrigerant flow in the dehumidifying heating mode is added to FIG. In the dehumidifying and heating circulation path indicated by the arrow ARdh in FIG. 3, the refrigerant discharged from the compressor 14 flows to the indoor condenser 123, and from the indoor condenser 123, the expansion valve 16, the outdoor heat exchanger 18, and the electromagnetic on-off valve 20, the gas-liquid separator 24 flows in that order, and the indoor condenser 123 flows in the order of the first flow rate control unit 301 of the integrated valve 30, the indoor evaporator 122, the evaporation pressure control valve 22, and the gas-liquid separator 24. The refrigerant merged in the gas-liquid separator 24 returns from the gas-liquid separator 24 to the compressor 14.

  In this dehumidifying heating circulation path, the outdoor heat exchanger 18 functions as a heat absorption side heat exchanger in the same manner as the above-described heating circulation path. In the dehumidifying and heating mode, the electronic control device adjusts the rotational position of the air mix door 125 in order to adjust the temperature of the air blown into the passenger compartment.

  As described above, in the dehumidifying heating mode, similarly to the heating mode, the high-temperature and high-pressure refrigerant compressed by the compressor 14 flows to the indoor condenser 123, and the blown air from the blower 121 flows to the indoor condenser 123 and the heater core 124. Guided by the air mix door 125. And the ventilation air heated with the indoor condenser 123 and the heater core 124 blows off into a vehicle interior, and heating of a vehicle interior is implement | achieved. Further, for dehumidification of the passenger compartment, the refrigerant flowing out of the indoor condenser 123 is decompressed by the first flow rate control unit 301 of the integrated valve 30, and the decompressed and cooled refrigerant flows into the indoor evaporator 122. Be made. Then, the blown air passes through the indoor evaporator 122 in the vehicle interior air conditioning unit 12. Thereby, since the water vapor | steam contained in blowing air dew condensation on the surface of the indoor evaporator 122, the ratio of the amount of water vapor | steam contained in the blowing air becomes low in the blowing air after passing the indoor evaporator 122. This dehumidifies.

  Next, the cooling mode of the vehicle air conditioner 10 will be described. In the cooling mode of the vehicle air conditioner 10, the electronic control unit fully closes the first flow rate control unit 301 of the integrated valve 30 as shown in Table 1 as in the heating mode. On the other hand, unlike the heating mode described above, the expansion valve 16 is fully opened to the maximum opening. When the expansion valve 16 is fully opened, the refrigerant is allowed to flow with little or no pressure reduction. Further, the second refrigerant passage 112 is shut off by closing the electromagnetic opening / closing valve 20. Also, as shown in Table 1, the second flow rate control unit 302 of the integrated valve 30 is opened to adjust the throttle opening, thereby opening the third refrigerant passage 113.

  By these valve operations, in the refrigeration cycle 11 in the cooling mode, a cooling circulation path through which the refrigerant circulates is established as indicated by an arrow ARc in FIG. FIG. 4 is a diagram in which the refrigerant flow in the cooling mode is added to FIG. In the cooling circulation path indicated by the arrow ARc in FIG. 4, the refrigerant discharged from the compressor 14 includes the indoor condenser 123, the expansion valve 16, the outdoor heat exchanger 18, the second flow rate control unit 302 of the integrated valve 30, The indoor evaporator 122, the evaporation pressure control valve 22, and the gas-liquid separator 24 flow in this order and return to the compressor 14. In this cooling circulation path, since the second refrigerant passage 112 is blocked, the evaporation pressure control valve 22 allows the refrigerant from the indoor evaporator 122 to flow to the gas-liquid separator 24 with almost no pressure reduction.

  In this cooling circulation path, the outdoor heat exchanger 18 functions as a heat radiation side heat exchanger that radiates the heat of the refrigerant flowing into the outdoor heat exchanger 18 to the outside air. Further, in the cooling mode, the electronic control unit closes the heating passage 12a by the air mix door 125, whereby the entire flow rate of the blown air after passing through the indoor evaporator 122 flows to the bypass passage 12b. And since blowing air does not flow into the heating channel | path 12a, the refrigerant | coolant which flowed into the indoor condenser 123 flows out out of the indoor condenser 123, hardly exchanging heat with blowing air.

  As described above, in the cooling mode, the refrigerant circulates as indicated by the arrow ARc. Therefore, the high-temperature and high-pressure refrigerant compressed by the compressor 14 is cooled by the outdoor heat exchanger 18, and the cooled refrigerant is supplied to the integrated valve 30. The flow to the second flow rate control unit 302 is depressurized by the second flow rate control unit 302. The decompressed low-temperature and low-pressure refrigerant flows into the indoor evaporator 122. In addition, the air blown from the blower 121 passes through the indoor evaporator 122 in the vehicle interior air conditioning unit 12. As a result, the air blown from the blower 121 is cooled by the indoor evaporator 122 and then blown out into the vehicle interior to cool the vehicle interior.

  Next, a specific configuration of the integrated valve 30 will be described with reference to FIG. FIG. 5 is a cross-sectional view of the integrated valve 30 taken along a cross section including the valve axis CL <b> 1 that is the central axis of the integrated valve 30. As shown in FIG. 5, the integrated valve 30 includes a body portion 32, a first valve body 34, a first spring 36, a second valve body 38, a second spring 40, a push rod 42, an actuator 44, and the like. .

  The body portion 32 includes a first passage forming portion 321, a second passage forming portion 322, and a connecting portion 323. In the body portion 32, the first passage forming portion 321, the connecting portion 323, and the second passage forming portion 322 are arranged in the order of the axial direction DR1 of the valve shaft center CL1 that is a uniaxial center. That is, the first passage forming portion 321 is disposed on one side in the axial direction DR1 with respect to the connecting portion 323, and the second passage forming portion 322 is disposed on the other side in the axial direction DR1 with respect to the connecting portion 323. In addition, since the refrigerant flows inside the body portion 32, the connecting portion 323 is airtightly joined to both the first passage forming portion 321 and the second passage forming portion 322.

  The first passage forming portion 321 has a block shape obtained by cutting a metal, and the first passage forming portion 321 is formed with a first inlet 30a and a first pressure reducing passage 321b. The first inflow port 30a opens toward the lateral direction DR2 orthogonal to the valve axis CL1. A fourth refrigerant passage 114 (see FIG. 1) is connected to the first inlet 30a by a pipe joint or the like, and the refrigerant circulating in the refrigeration cycle 11, specifically, the refrigerant flowing out of the indoor condenser 123 is indicated by an arrow AR1in. Flow into.

  The first decompression passage 321b is connected to the first inflow port 30a and opens in the axial direction DR1 of the valve shaft center CL1, that is, the valve shaft center direction DR1. In detail, it opens toward the other side of the valve axial direction DR1. The first pressure reducing passage 321b is formed around the valve axis CL1. The first decompression passage 321b is a passage for restricting the refrigerant flow, and decompresses and expands the refrigerant that has flowed from the first inflow port 30a to flow out from the first passage formation portion 321. The refrigerant that has flowed out of the first passage forming portion 321 flows into the outlet 30c through the connection portion 323 and the second passage forming portion 322 as indicated by an arrow FW1.

  The 1st valve body 34 is accommodated in the 1st channel | path formation part 321, and is provided in the channel | path which connects the 1st inflow port 30a and the 1st pressure reduction channel | path 321b. The 1st valve body 34 is comprised with a shaft-shaped member, and is arrange | positioned so that the center of the 1st valve body 34 may correspond to valve-shaft center CL1. In short, the first valve body 34 is disposed on the valve axis CL1. The first valve body 34 is guided by the first passage forming portion 321 in the first passage forming portion 321 and is movable in the valve axial direction DR1.

  The first valve body 34 forms a tapered surface 34a that becomes thinner toward the other side in the valve axial direction DR1 and the other end of the first valve body 34, and faces the other side in the valve axial direction DR1. And a distal end surface 34b (see FIG. 8). The first valve body 34 opens and closes the first pressure reducing passage 321b from one side in the valve axial direction DR1.

  Specifically, the first pressure reducing passage 321b is closed when the tapered surface 34a of the first valve body 34 abuts against the end edge 321c of the first pressure reducing passage 321b. On the other hand, the opening degree of the first pressure reducing passage 321b increases as the tapered surface 34a of the first valve body 34 moves away from the edge 321c of the first pressure reducing passage 321b in the valve axial direction DR1. That is, the passage sectional area of the first decompression passage 321b is increased. The passage sectional area of the first decompression passage 321b is an area of a section perpendicular to the refrigerant flow. Specifically, the passage sectional area effective for the refrigerant to flow at the position of the edge 321c of the first decompression passage 321b. It is.

  The first spring 36 is a first urging portion that urges the first valve body 34 so as to close the first pressure reducing passage 321b, and attaches the first valve body 34 from one to the other in the valve axial direction DR1. Rush. That is, the first spring 36 urges the first valve body 34 toward the second valve body 38 housed in the second passage forming portion 322 in the valve axial direction DR1. The first spring 36 is constituted by a coil spring, for example, and is accommodated in the first passage forming portion 321. When the first valve body 34 is in the state of closing the first pressure reducing passage 321b, the first spring 36 is in the most extended state in the first passage forming portion 321. An urging force is provided to push the first valve body 34 to the other side in the central direction DR1. This is to ensure that the first decompression passage 321b is closed.

  The second passage forming portion 322 of the body portion 32 has a block shape obtained by cutting metal. The second passage forming portion 322 includes a second inlet 30b, an outlet 30c, a second decompression passage 322b, and an outlet. A passage 322d and an intermediate passage 322e are formed.

  The second inlet 30b opens in the same direction as the first inlet 30a. A third refrigerant passage 113 (see FIG. 1) is connected to the second inlet 30b by a pipe joint or the like, and refrigerant circulating through the refrigeration cycle 11, specifically, refrigerant flowing out of the outdoor heat exchanger 18 is indicated by an arrow AR2in. Inflow.

  The outlet 30c is an outlet from which the refrigerant flows out, and opens in the direction opposite to the second inlet 30b in the lateral direction DR2 with respect to the valve axis CL1. Therefore, the outflow port 30c is arranged so as to be shifted in the lateral direction DR2 with respect to the valve shaft center CL1. A pipe connecting the outlet 30c and the refrigerant inlet 122a (see FIG. 1) of the indoor evaporator 122 is connected to the outlet 30c by a pipe joint or the like. Then, the refrigerant flows out from the outlet 30c to the refrigerant inlet 122a of the indoor evaporator 122 as indicated by an arrow ARout.

  The outlet passage 322d is a refrigerant passage that connects the second decompression passage 322b and the outlet 30c. The exit passage 322d is formed so as to extend in the lateral direction DR2 from the outflow port 30c, and does not penetrate to the opposite side to the outflow port 30c and is a blind hole.

  The intermediate passage 322e is connected to the outlet passage 322d and opens toward one side in the valve axial direction DR1. Thereby, the refrigerant that has flowed out of the first decompression passage 321b flows into the intermediate passage 322e through the connecting portion 323, and the intermediate passage 322e flows the refrigerant that has flowed into the outlet passage 322d. The intermediate passage 322e is disposed on the opposite side of the outlet 30c with the valve shaft center CL1 interposed therebetween.

  The second decompression passage 322b is formed between the second inlet 30a and the outlet passage 322d. The second decompression passage 322b is formed around the valve axis CL1. The second decompression passage 322b is a passage for restricting the refrigerant flow, and decompresses and expands the refrigerant flowing in from the second inlet 30b and flows it to the outlet passage 322d. The refrigerant that has flowed into the outlet passage 322d flows to the outlet 30c, and then flows from the outlet 30c to the refrigerant inlet 122a (see FIG. 1) of the indoor evaporator 122.

  The 2nd valve body 38 is accommodated in the 2nd channel | path formation part 322, and is provided in the channel | path which connects the 2nd inflow port 30b and the 2nd pressure reduction channel | path 322b. The 2nd valve body 38 is comprised with a shaft-shaped member, and is arrange | positioned so that the center of the 2nd valve body 38 may correspond to valve-shaft center CL1. In short, the second valve body 38 is disposed on the valve axis CL1. The second valve body 38 is guided by the second passage forming portion 322 in the second passage forming portion 322 and is movable in the valve axial direction DR1.

  The second valve body 38 forms a tapered surface 38a that becomes thinner toward one side in the valve axial direction DR1 and the tip of the one side of the second valve body 38, and faces the one side in the valve axial direction DR1. And a distal end surface 38b. The second valve body 38 opens and closes the second decompression passage 322b from the other side in the valve axial direction DR1.

  Specifically, the second pressure reducing passage 322b is closed when the tapered surface 38a of the second valve body 38 abuts against the end edge 322c of the second pressure reducing passage 322b. On the other hand, the opening degree of the second pressure reducing passage 322b increases as the tapered surface 38a of the second valve body 38 moves away from the edge 322c of the second pressure reducing passage 322b to the other in the valve axial direction DR1. That is, the passage sectional area of the second decompression passage 322b is increased. The passage sectional area of the second decompression passage 322b is an area of a section perpendicular to the refrigerant flow, and more specifically, a passage sectional area effective for the refrigerant to flow at the edge 322c position of the second decompression passage 322b. It is.

  In addition, the diameter of the second decompression passage 322b is larger than the diameter of the first decompression passage 321b. That is, the second decompression passage 322b is formed such that the maximum passage sectional area of the second decompression passage 322b is larger than the maximum passage sectional area of the first decompression passage 321b.

  The second spring 40 is a second urging portion that urges the second valve body 38 so as to close the second decompression passage 322b, and attaches the second valve body 38 from the other side in the valve axial direction DR1. Rush. That is, the second spring 40 biases the second valve body 38 toward the first valve body 34 in the valve axial direction DR1. The second spring 40 is constituted by a coil spring, for example, and is accommodated in the second passage forming portion 322. When the second valve body 38 is in a state of closing the second pressure reducing passage 322b, the second spring 40 is in the most extended state in the second passage forming portion 322. An urging force that pushes the second valve body 38 toward one side in the central direction DR1 is provided. This is to ensure that the second decompression passage 322b is closed.

  The connecting portion 323 of the body portion 32 is interposed between the first passage forming portion 321 and the second passage forming portion 322, and connects the first passage forming portion 321 and the second passage forming portion 322. . As shown in FIGS. 5 and 6, the connecting portion 323 has a thin-walled cylindrical shape, and is formed so that the center of the connecting portion 323 coincides with the valve axis CL1. For example, the connecting portion 323 is made of a nonmagnetic metal plate such as austenitic stainless steel. 6 is a cross-sectional view taken along the line VI-VI in FIG.

  As shown in FIG. 5, the connecting portion 323 is joined to the first passage forming portion 321 in one side in the valve axial direction DR1 and joined to the second passage forming portion 322 in the other side in the valve axial direction DR1. Thereby, the internal space 323a of the connection part 323 is an airtight space that is not communicated with other than the first decompression passage 321b and the intermediate passage 322e.

  The push rod 42 functions as a valve operating part that operates the first valve body 34 and the second valve body 38 by moving in the valve axial direction DR1. The push rod 42 is composed of a rod-like member formed so as to extend in the valve shaft center direction DR1, and is arranged so that the center of the push rod 42 coincides with the valve shaft center CL1.

  The push rod 42 is disposed between the distal end surface 34b (see FIG. 8) of the first valve body 34 and the distal end surface 38b of the second valve body 38 in the valve axial direction DR1. The push rod 42 has a rod end surface 421 (see FIG. 8) opposite to the distal end surface 34b of the first valve body 34 on one side in the valve axial direction DR1, and on the other side in the valve axial direction DR1. Has a rod other end surface 422 that faces the front end surface 38 b of the second valve body 38. The rod one end surface 421 is an end portion that pushes the first valve body 34 against the first spring 36, and the rod other end surface 422 is the other end that pushes the second valve body 38 against the second spring 40. Part.

  Therefore, the front end surface 34b (see FIG. 8) of the first valve body 34 functions as a first pressed portion that is pressed by the rod one end surface 421, and the front end surface 38b of the second valve body 38 is connected to the other end surface 422 of the rod. It functions as a second pressed part to be pressed.

  The push rod 42 operates the first valve body 34 so as to increase the opening degree of the first pressure reducing passage 321b against the first spring 36 as the push rod 42 moves in one direction in the valve axial direction DR1. On the contrary, the push rod 42 operates the second valve body 38 so as to increase the opening of the second pressure reducing passage 322b against the second spring 40 as the push rod 42 moves to the other side in the valve axial direction DR1. The opening degree of the first pressure reducing passage 321b is the degree of opening of the first pressure reducing passage 321b, and increases as the first valve body 34 moves in one direction of the valve axial direction DR1, for example, the first valve body 34 The opening degree is zero in a state in which the pressure reducing passage 321b is in contact with the end edge 321c. The same applies to the opening of the second decompression passage 322b.

  Further, the rod one end surface 421 (see FIG. 8) and the rod other end surface 422 of the push rod 42 are both disposed on the valve axis CL1. The fact that the rod one end surface 421 is disposed on the valve axis CL1 means that, for example, the rod one end surface 421 and the valve axis CL1 intersect within a range occupied by the rod one end surface 421. The same applies to the other end surface 422 of the rod.

  The actuator 44 is a drive source that moves the push rod 42 in the valve axial direction DR1, and includes a structure as an electric motor. The actuator 44 includes a screw shaft portion 441, a motor rotor 442, and a motor stator 443.

  The screw shaft portion 441 is a cylindrical portion that extends in the valve axis direction DR1 and has a cylindrical shape, and is provided in the connecting portion 323 of the body portion 32. The screw shaft portion 441 includes a fixing portion 441a that is integrally fixed to the second passage forming portion 322 on the other side in the valve axial direction DR1.

  The screw shaft portion 441 has a male screw 441 b formed on the outer peripheral side of the screw shaft portion 441. Further, a through hole 441c penetrating in the valve axial direction DR1 is formed on the inner peripheral side of the screw shaft portion 441. Both the male screw 441b and the through hole 441c of the screw shaft portion 441 are provided so that their centers coincide with the valve shaft center CL1.

  A push rod 42 is fitted in the through hole 441c of the screw shaft portion 441. The push rod 42 can move relative to the screw shaft portion 441 in the valve shaft center direction DR1, and the valve shaft center CL1 can be moved. It is rotatably supported at the center.

  Since the motor rotor 442 of the actuator 44 functions as a rotor of an electric motor, it is configured to include permanent magnets such as ferrite and neodymium. The motor rotor 442 is provided in the connecting part 323 of the body part 32.

  As shown in FIGS. 5 and 6, the motor rotor 442 has a cylindrical shape provided so that the center of the motor rotor 442 coincides with the valve axis CL1. A through hole is formed on the inner peripheral side of the motor rotor 442, and the push rod 42 is disposed on the inner peripheral side of the motor rotor 442 so as to pass therethrough.

  Further, as shown in FIG. 5, the motor rotor 442 has a female screw 442 a formed on the inner peripheral side of the motor rotor 442. The female screw 442a of the motor rotor 442 is screwed into the male screw 441b of the screw shaft portion 441. Thus, the female screw 442a and the male screw 441b constitute a screw mechanism. Therefore, when the motor rotor 442 is rotated about the valve axis CL1, the motor rotor 442 is moved in the valve axis direction DR1 by the screw mechanism along with the rotation.

  Further, the motor rotor 442 is connected to the push rod 42 so as not to move relative to the push rod 42 in the valve axial direction DR1 on one side in the valve axial direction DR1. For example, the push rod 42 is press-fitted into the motor rotor 442 so that the push rod 42 is fixed to the motor rotor 442.

  As shown in FIG. 5, the first pressure reducing passage 321b of the first passage forming portion 321 is disposed on one side in the valve axial direction DR1 with respect to the motor rotor 442, and the second pressure reducing passage 322b of the second passage forming portion 322 and The outlet 30 is disposed on the other side in the valve axial direction DR1 with respect to the motor rotor 442. Therefore, the refrigerant that has flowed out of the first decompression passage 321b needs to flow from one side to the other side in the valve axial direction DR1 across the motor rotor 442. Therefore, the rotor passage 442b that allows the refrigerant to flow is formed in the motor rotor 442. .

  That is, the rotor passage 442b is a refrigerant passage that causes the refrigerant that has flowed out of the first decompression passage 321b to flow from one to the other in the valve axial direction DR1 with respect to the motor rotor 442. Accordingly, the refrigerant from the first decompression passage 321b flows into the intermediate passage 322e of the second passage formation portion 322 through the rotor passage 442b, and the intermediate passage 322e passes the refrigerant from the rotor passage 442b to the outlet 30c. It flows into the connected exit passage 322d. Specifically, as shown in FIGS. 5 and 6, the rotor passage 442b of the motor rotor 442 is a hole penetrating in the valve shaft center direction DR1, and a plurality of rotor passages 442b are provided side by side in the circumferential direction around the valve shaft center CL1. Yes.

  The motor stator 443 of the actuator 44 is fixed to the outside of the connecting portion 323 of the body portion 32, and is disposed around the motor rotor 442 with the valve shaft center CL1 as the center. Since the motor stator 443 functions as a stator of the electric motor, the motor stator 443 includes a stator core made of an electromagnetic steel material or the like that is a magnetic material, and a winding wound around the stator core.

  The motor stator 443 generates a rotating magnetic field when energized, and rotates the motor rotor 442 by magnetic force. Alternatively, the rotational position of the motor rotor 442 is held by magnetic force.

  In the integrated valve 30 configured as described above, the push rod 42 is moved in the valve axis direction DR1 while being rotated together with the motor rotor 442 by energization of the motor stator 443.

  The first flow rate control unit 301 of the integrated valve 30 shown in FIG. 1 includes a first passage forming unit 321, a connecting unit 323, a first valve body 34, a first spring 36, a push rod 42, and an actuator of the body unit 32. 44. On the other hand, the second flow rate control unit 302 includes a second passage forming part 322 of the body part 32, a connecting part 323, a second valve body 38, a second spring 40, a push rod 42, and an actuator 44. .

  Therefore, the push rod 42, the actuator 44, and the connecting portion 323 of the body portion 32 are shared by the first flow rate control unit 301 and the second flow rate control unit 302. The opening of the first flow control unit 301 is, in detail, the opening of the first pressure reducing passage 321b formed in the first passage forming unit 321 and the opening of the second flow control unit 302. Is the opening of the second decompression passage 322b formed in the second passage formation portion 322.

  Further, in the integrated valve 30, the push rod 42 enters any one of the three operating ranges arranged in series in the valve axial direction DR1, that is, any one of the first to third operating ranges.

  The first operating range of the push rod 42 is an operating range in which the first valve body 34 opens the first pressure reducing passage 321b and the second valve body 38 closes the second pressure reducing passage 322b. For example, when the push rod 42 is in the first operating range, the integrated valve 30 is in a state as shown in FIG. 5, and the refrigerant flowing in from the first inlet 30a passes through the body portion 32 as indicated by the arrow FW1. It flows and goes to the outflow port 30c. And in the dehumidification heating mode of the vehicle air conditioner 10, the push rod 42 enters into the 1st operation range, and adjusts the opening degree of the 1st pressure reduction passage 321b in the 1st operation range.

  The second operating range of the push rod 42 is an operating range in which the first valve body 34 closes the first pressure reducing passage 321b and the second valve body 38 closes the second pressure reducing passage 322b. For example, when the push rod 42 is in the second operating range, the integrated valve 30 is in a state as shown in FIG. In the heating mode of the vehicle air conditioner 10, the push rod 42 enters the second operating range. FIG. 7 is a view showing a state of the integrated valve 30 when the push rod 42 is in the second operation range, and is a cross-sectional view similar to FIG.

  The third operating range of the push rod 42 is an operating range in which the first valve body 34 closes the first pressure reducing passage 321b and the second valve body 38 opens the second pressure reducing passage 322b. For example, when the push rod 42 is in the third operating range, the integrated valve 30 is in a state as shown in FIG. 8, and the refrigerant flowing in from the second inlet 30b passes through the body portion 32 as indicated by the arrow FW3. It flows and goes to the outflow port 30c. In the cooling mode of the vehicle air conditioner 10, the push rod 42 enters the third operating range, and adjusts the opening of the second decompression passage 322b in the third operating range. FIG. 8 is a view showing the state of the integrated valve 30 when the push rod 42 is in the third operation range, and is a cross-sectional view similar to FIG.

  As can be seen from FIGS. 5, 7, and 8, the push rod 42 moves in order from one to the other in the valve axial direction DR <b> 1, in order, the first operating range, the second operating range, Enter the third operating range. That is, when the push rod 42 enters the second operation range, the push rod 42 moves from the second operation range to the third operation range by moving to the other of the valve axis directions DR1, and conversely, the valve axis direction DR1. Is moved from the second operating range to the first operating range. Therefore, as shown in FIG. 7, the rod length LNrd from the rod one end surface 421 to the rod other end surface 422 of the push rod 42 in the valve axial direction DR1 is determined when the push rod 42 is in the second operation range. It is shorter than the interval DSv in the valve axial direction DR1 generated between the front end surface 34b of the first valve body 34 and the front end surface 38b of the second valve body 38, that is, the valve interval DSv during closing. Thereby, the push rod 42 does not open the first decompression passage 321b and the second decompression passage 322b at the same time.

  As described above, according to the present embodiment, the actuator 44 moves the push rod 42 in the valve axial direction DR1, and the push rod 42 moves from one to the other in the valve axial direction DR1. The first operation range, the second operation range, and the third operation range are entered in order. In the first operating range, the push rod 42 causes the first valve body 34 to open the first pressure reducing passage 321b and causes the second valve body 38 to close the second pressure reducing passage 322b. In the second operating range, the first pressure reducing passage 321b is closed by the first valve body 34 and the second pressure reducing passage 322b is closed by the second valve body 38. Further, in the third operating range, the first valve body 34 closes the first pressure reducing passage 321b and the second valve body 38 opens the second pressure reducing passage 322b. Therefore, the common actuator 44 and the push rod 42 can close one of the first pressure reducing passage 321b and the second pressure reducing passage 322b and open the other. In the other decompression passage opened between the two decompression passages 321b and 322b, the opening degree of the other decompression passage can be adjusted. Therefore, the integrated valve 30 can be easily made compact as a device having both a function of switching the refrigerant flow path and a function of decompressing and expanding the refrigerant.

  Further, according to the present embodiment, when the first valve body 34 and the second valve body 38 are not pushed by the push rod 42, that is, when the push rod 42 is positioned in the second operation range, the first The valve body 34 is pressed against the edge 321c of the first pressure reducing passage 321b by the first spring 36 to close the first pressure reducing passage 321b. At the same time, the second valve body 38 is pressed against the end edge 322c of the second pressure reducing passage 322b by the second spring 40 and closes the second pressure reducing passage 322b.

  When the motor rotor 442 is rotated from the state in which the push rod 42 is positioned in the second operation range, the rotation of the motor rotor 442 is converted into the direct motion of the push rod 42 by the screw shaft portion 441, and the push rod 42 Thus, one of the two valve bodies 34 and 38 can be pushed in a direction opposite to the springs 36 and 40. Thereby, it is possible to keep one of the two decompression passages 321b and 322b closed while the other is closed.

  Further, according to the present embodiment, since the amount of linear motion of the push rod 42 can be precisely controlled by the number of rotations of the motor rotor 442, the opening degrees of the two decompression passages 321b and 322b are finely set from fully closed to fully open, respectively. Can be controlled. And the integrated valve 30 can be alternatively switched to each state according to three operation modes of the vehicle air conditioner 10 described in Table 1 above.

  Further, according to the present embodiment, the push rod 42 is disposed between the first valve body 34 and the second valve body 38 in the valve axial direction DR1. The push rod 42 has a rod one end surface 421 that pushes the first valve body 34 against the first spring 36 and a rod other end surface 422 that pushes the second valve body 38 against the second spring 40. It is on the axis CL1. Therefore, the first pressure reducing passage 321b or the second pressure reducing passage 322b can be opened according to the direction in which the push rod 42 is moved in the valve axial direction DR1.

  Further, according to the present embodiment, as shown in FIG. 7, the rod length LNrd of the push rod 42 is shorter than the valve interval DSv at the time of closing, so the push rod 42 is connected to the first valve body 34 and the first pressure reducing passage 321b. And the second valve body 38 can be positioned so as to close the second decompression passage 322b. That is, the integrated valve 30 can be configured so that both the first pressure reducing passage 321b and the second pressure reducing passage 322b do not open simultaneously.

  Further, according to the present embodiment, the motor rotor 442 is moved in the valve axis direction DR1 by the screw mechanism along with its rotation, and the push rod 42 cannot move relative to the motor rotor 442 in the valve axis direction DR1. It is connected. Therefore, the position of the push rod 42 can be accurately controlled in the valve axis direction DR1 by reducing the lead of the screw mechanism. As a result, it is possible to accurately control the opening of the first decompression passage 321b and the opening of the second decompression passage 322b.

  Further, according to the present embodiment, the female screw 442a of the motor rotor 442 is screwed into the male screw 441b of the screw shaft portion 441, and the push rod 42 is relatively moved in the valve shaft center direction DR1 into the through hole 441c of the screw shaft portion 441. It is inserted as possible. Therefore, the screw shaft portion 441 has a function of supporting the push rod 42 and the motor rotor 442 with respect to the body portion 32 in addition to the function of converting the rotation of the motor rotor 442 into the direct movement in the valve axial direction DR1. Is possible.

  Further, according to the present embodiment, the rotor passage 442b is formed in the motor rotor 442, and the rotor passage 442b allows the refrigerant flowing out from the first decompression passage 321b to flow from one to the other in the valve axial direction DR1. Therefore, it is possible to suppress the refrigerant flow from being throttled by the motor rotor 442.

  Further, according to the present embodiment, as shown in FIG. 5, in the second passage forming portion 322, the intermediate passage 322e is disposed on the opposite side of the valve shaft center CL1 with respect to the outlet 30c. It is possible to prevent the outer shape of the two-passage forming part 322 from becoming larger than the valve shaft center CL1 toward the outlet 30c.

  Further, according to the present embodiment, the maximum passage sectional area of the second decompression passage 322b is larger than the maximum passage sectional area of the first decompression passage 321b. Accordingly, the second decompression passage 322b can have a refrigerant flow rate larger than that of the first decompression passage 321b, and the motor rotor 442 and the like are provided on the route from the second decompression passage 322b on the side having the larger refrigerant flow rate to the outlet 30c. The integrated valve 30 can be configured so that anything that can cause pressure loss of the refrigerant is not arranged.

(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.

  FIG. 9 is an overall configuration diagram of the vehicle air conditioner 10 in the present embodiment, and corresponds to FIG. As shown in FIG. 9, the vehicle air conditioner 10 of the present embodiment is different from the first embodiment described above in that the refrigeration cycle 11 is a gas injection cycle. Therefore, the refrigeration cycle 11 of the present embodiment further includes a second gas-liquid separator 52, a second expansion valve 54, and a second electromagnetic on-off valve 56 in addition to the refrigeration cycle 11 of the first embodiment. In the present embodiment, the expansion valve 16 is referred to as the first expansion valve 16 in order to clearly distinguish it from the second expansion valve 54, and the electromagnetic on-off valve 20 is used in order to clearly distinguish it from the second electromagnetic on-off valve 56. The gas-liquid separator 24 is referred to as a first gas-liquid separator 24 in order to clearly distinguish it from the second gas-liquid separator 52.

  The compressor 14 of the present embodiment is a two-stage compressor, and includes an injection port 14c in addition to the refrigerant discharge port 14a and the refrigerant suction port 14b. The refrigerant pressure at the injection port 14c is an intermediate pressure between the refrigerant pressure at the refrigerant inlet 14b and the refrigerant pressure at the refrigerant outlet 14a.

  A first refrigerant passage 111 is connected to the refrigerant inlet 52 a of the second gas-liquid separator 52. That is, the first refrigerant passage 111 of the present embodiment connects the refrigerant outlet side of the indoor condenser 123 to the refrigerant inlet 52 a of the second gas-liquid separator 52 instead of the outdoor heat exchanger 18. Therefore, this point is also different from the first embodiment.

  The second gas-liquid separator 52 separates the gas-liquid mixed refrigerant flowing from the refrigerant inlet 52a into a gas-phase refrigerant and a liquid-phase refrigerant. The second gas-liquid separator 52 has a liquid-phase refrigerant outlet 52b and a gas-phase refrigerant outlet 52c in addition to the refrigerant inlet 52a. The separated liquid-phase refrigerant flows out from the liquid-phase refrigerant outlet 52b, and the separated vapor-phase refrigerant flows out from the gas-phase refrigerant outlet 52c.

  The liquid-phase refrigerant outlet 52 b of the second gas-liquid separator 52 is connected to the outdoor heat exchanger 18 via the second expansion valve 54. The second expansion valve 54 is an electric variable throttle mechanism configured in the same manner as the first expansion valve 16, and the throttle opening degree of the second expansion valve 54 according to a control signal output from an electronic control device (not shown). Increase or decrease.

  The gas-phase refrigerant outlet 52 c of the second gas-liquid separator 52 is connected to the injection port 14 c of the compressor 14 via the second electromagnetic opening / closing valve 56. The second electromagnetic open / close valve 56 is an electromagnetic valve configured in the same manner as the first electromagnetic open / close valve 20. The second electromagnetic open / close valve 56 opens and closes the fifth refrigerant passage 115 that connects the gas-phase refrigerant outlet 52c of the second gas-liquid separator 52 and the injection port 14c in accordance with the control signal output from the electronic control unit. .

  For example, the second electromagnetic opening / closing valve 56 opens the fifth refrigerant passage 115 when the vehicle air conditioner 10 is operated in the heating mode, while the vehicle air conditioner 10 is operated in the dehumidifying heating mode or the cooling mode. The fifth refrigerant passage 115 is blocked.

  Also in this embodiment, since the integrated valve 30 is used in the same manner as in the first embodiment, the integrated valve 30 can achieve the same effects as in the first embodiment.

(Other embodiments)
(1) In each of the embodiments described above, the vehicle air conditioner 10 includes the heater core 124. However, the heater core 124 may not be provided.

  (2) In the above-described embodiments, the integrated valve 30 is connected to the refrigerant inlet 122a of the indoor evaporator 122 in the refrigeration cycle 11, but the location where the integrated valve 30 is provided in the refrigeration cycle 11 is limited to this. Not.

  (3) In each of the embodiments described above, the fourth refrigerant passage 114 is connected to the first inlet 30a of the integrated valve 30, and the third refrigerant passage 113 is connected to the second inlet 30b. In addition, the third refrigerant passage 113 may be connected to the first inlet 30a, and the fourth refrigerant passage 114 may be connected to the second inlet 30b.

  (4) In each of the above-described embodiments, the push rod 42 of the integrated valve 30 is electrically operated. However, it may be operated by power other than electricity, for example, hydraulic pressure.

  (5) In each of the above-described embodiments, the push rod 42 moves in the valve axis direction DR1 by the rotation of the motor rotor 442. However, the push rod 42 does not have to be operated based on such a rotation operation. 42 is attracted by the solenoid in the valve shaft direction DR1, so that the push rod 42 may be moved in the valve shaft direction DR1. In this case, a screw mechanism composed of the female screw 442a of the motor rotor 442 and the male screw 441b of the screw shaft portion 441 is unnecessary.

  (6) In each of the above-described embodiments, the integrated valve 30 is included in the vehicle air conditioner 10 mounted on the hybrid vehicle. However, the integrated valve 30 is not limited to the hybrid vehicle, and may be used, for example, in an air conditioner for an electric vehicle. There is no problem. Since there is no engine in an electric vehicle, there is no heater core 124. Furthermore, the integrated valve 30 may be used for applications other than those for vehicles.

  (7) In each of the above-described embodiments, the vehicle air conditioner 10 is operated in any of the operation modes of the heating mode, the dehumidifying heating mode, and the cooling mode. There is no problem even if it is driven. In the simple dehumidifying mode, the temperature of the air blown from the vehicle interior air conditioning unit 12 is adjusted so as to maintain the vehicle interior temperature. That is, the vehicle interior is simply dehumidified without cooling or heating. In this simple dehumidifying mode, the refrigerant of the refrigeration cycle 11 is circulated through the cooling circulation path shown in FIG. Then, in order not to cool the air blown into the passenger compartment, the air mix door 125 is rotated from a rotation position that closes the heating passage 12a to a rotation position that is slightly opened, and after passing through the indoor evaporator 122. Part of the blown air is introduced into the heating passage 12a.

  (8) In each of the embodiments described above, the rotor passage 442b of the motor rotor 442 is a hole that passes through the motor rotor 442. However, the rotor passage 442b is not limited to a hole, and may be a groove through which a coolant flows, for example.

  Further, a plurality of rotor passages 442b are provided, but one rotor passage 442b may be provided.

  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.

30a 1st inflow port 30b 2nd inflow port 30c outflow port 32 Body part 34 1st valve body 36 1st spring (1st biasing part)
38 Second valve body 40 Second spring (second urging portion)
42 Push rod (valve operating part)
44 Actuator 321b First decompression passage 322b Second decompression passage

Claims (11)

A flow control valve for a refrigeration cycle used in the refrigeration cycle (11),
A first inlet (30a) into which the heat medium circulating in the refrigeration cycle flows, a second inlet (30b) into which the heat medium flows in, an outlet (30c) through which the heat medium flows out, and the first inlet The first decompression passage (321b) that decompresses and expands the heat medium flowing in from the second inlet and flows to the outlet, and the second decompression that decompresses and expands the heat medium flowing from the second inlet and flows to the outlet. A body part (32) in which a passage (322b) is formed;
A first valve body (34) for opening and closing the first decompression passage;
A first urging portion (36) for urging the first valve body so as to close the first decompression passage;
A second valve body (38) for opening and closing the second decompression passage;
A second urging portion (40) for urging the second valve body so as to close the second decompression passage;
It moves in the axial direction (DR1) of the uniaxial center (CL1), and as it moves in one of the axial directions, the opening of the first pressure reducing passage is increased against the first urging portion. The first valve body is operated as described above, and conversely, as the second valve body moves to the other side in the axial direction, the second opening is increased so as to oppose the second urging portion. A valve actuating part (42) for actuating the valve body;
An actuator (44) for moving the valve operating portion in the axial direction of the uniaxial center;
The valve actuating portion sequentially opens the first pressure reducing passage in the first valve body and moves the second pressure reducing passage in the second valve body in accordance with the movement from one to the other in the axial direction. A first operating range in which the first valve body is closed, a second operating range in which the second valve body is closed and the second pressure reducing passage is closed; and the first valve body is in the first operating range. A flow rate control valve that enters a third operating range in which the pressure reducing passage is closed and the second valve body opens the second pressure reducing passage. The valve operating part is
Disposed between the first valve body and the second valve body in the axial direction of the uniaxial center;
One end (421) that pushes the first valve body against the first urging portion and the other end (422) that pushes the second valve body against the second urging portion are provided. The flow control valve according to claim 1, wherein The first valve body has a first pressed portion (34b) that is pressed by one end of the valve operating portion,
The second valve body has a second pressed portion (38b) that is pressed by the other end of the valve operating portion,
The valve operating portion has a length (LNrd) from one end portion to the other end portion of the valve operating portion in the axial direction of the uniaxial center when the valve operating portion is in the second operating range. 3. The flow control valve according to claim 2, wherein the flow control valve is formed so as to be shorter than an interval (DSv) in the axial direction generated between the first pressed portion and the second pressed portion. . The first urging portion urges the first valve body toward the second valve body in the axial direction of the uniaxial center,
4. The flow control valve according to claim 2, wherein the second urging unit urges the second valve body toward the first valve body in an axial direction of the uniaxial center.   5. The flow control valve according to claim 1, wherein the valve operating portion is configured by a rod-shaped member formed so as to extend in an axial direction of the uniaxial center. The actuator is provided around the rotor, the rotor (442) rotating about the one axis and being moved in the axial direction of the one axis by the screw mechanism (441b, 442a) along with the rotation. A stator (443) fixed to the body and rotating the rotor by magnetic force;
The flow control valve according to claim 1, wherein the valve operating unit is connected to the rotor so as not to move relative to the axial direction. The rotor has a female screw (442a) formed on the inner peripheral side of the rotor,
The actuator has a cylindrical cylindrical portion (441) extending in the axial direction of the uniaxial center and fixed to the body portion,
The cylindrical portion has a male screw (441b) formed on the outer peripheral side of the cylindrical portion,
The male screw of the cylindrical part and the female screw of the rotor are screwed together, thereby constituting the screw mechanism,
The through hole (441c) in which the valve operating part is fitted in the axial direction so as to be relatively movable with respect to the cylindrical part is formed on the inner peripheral side of the cylindrical part. 6. The flow control valve according to 6. The first decompression passage is disposed on one side in the axial direction with respect to the rotor, and the second decompression passage and the outlet are disposed on the other side in the axial direction with respect to the rotor,
8. The rotor passage (442 b) is formed in the rotor, and the heat medium flowing out from the first pressure reduction passage flows from one side of the axial direction to the other side of the rotor. The flow control valve described. The outlet is arranged so as to be shifted from the uniaxial center in a direction (DR2) perpendicular to the uniaxial center,
The body portion is formed with an outlet passage (322d) connecting the second decompression passage and the outlet, and an intermediate passage (322e) for allowing the heat medium flowing out from the rotor passage to flow into the outlet passage. ,
The flow control valve according to claim 8, wherein the intermediate passage is disposed on the opposite side of the outflow port with the uniaxial center interposed therebetween.   The second pressure reducing passage is formed so that a maximum passage sectional area of the second pressure reducing passage is larger than a maximum passage sectional area of the first pressure reducing passage. The flow control valve described in 1. 11. The outlet according to claim 1, wherein the outlet is connected to an inlet (122a) of an evaporator (122) that is installed in a room of a vehicle and cools air blown into the room. Flow control valve.

Images