JP2017198404A - Accumulator and vehicular air conditioner including the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an accumulator which inhibits abnormal noise from being caused by bumping of a refrigerator and facilitates vaporization of a liquid refrigerant and eliminates moisture by using a desiccant without causing no problem while improving durability of a compressor.SOLUTION: An accumulator 12 separates a refrigerant suctioned into a compressor into a liquid refrigerant and a gas refrigerant. An accumulator 12 includes: a tank 57 for storing the liquid refrigerant therein; an outlet pipeline 61 having a gas refrigerant suction port 64 which opens in the tank and configured to cause the gas refrigerant flowing from the gas refrigerant suction port to flow to a refrigerant suction side of the compressor; and a desiccant 63 which is disposed in the tank and eliminates moisture in the refrigerant. An upper part of the desiccant is positioned above the gas refrigerant suction port of the outlet pipeline and a lower part of the desiccant is positioned below a minimum liquid surface position Lmin of the liquid refrigerant in the tank.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an accumulator used for separating a refrigerant into a liquid refrigerant and a gas refrigerant, and an air conditioner for a vehicle that includes the accumulator and air-conditions a vehicle interior of the vehicle.

  Conventionally, for example, an accumulator is connected to a refrigerant suction side of a compressor in a refrigerant circuit such as a vehicle air conditioner that air-conditions the interior of a vehicle. This accumulator separates the inflowing gas-liquid mixed refrigerant into a liquid refrigerant (liquid phase refrigerant) and a gas refrigerant (gas phase refrigerant), stores the liquid refrigerant in a tank, and uses the gas refrigerant as a compressor. Some are sucked in, but some are provided with a desiccant for removing moisture in the refrigerant (see, for example, Patent Document 1).

  This desiccant is configured by, for example, enclosing particles such as zeolite in a bag or the like, and plays a role of removing moisture in the refrigerant, but also has a function of promoting vaporization of the refrigerant between the particles. Play. The vaporization of the refrigerant gradually proceeds starting from the boundary surface between the liquid refrigerant and the gas refrigerant (liquid surface of the liquid refrigerant), but when all of the desiccant is immersed in the liquid refrigerant. When the pressure in the tank drops (when the compressor is started, etc.), sudden refrigerant vaporization (sudden boiling) occurs from the desiccant, and a lot of liquid refrigerant flows out of the accumulator and is sucked into the compressor. As a result, liquid compression occurs and durability decreases. There is also a problem that abnormal noise (noise) is generated from the accumulator due to bumping.

  Therefore, in Patent Document 1, a part of the desiccant is disposed above the highest liquid surface position of the liquid refrigerant, thereby avoiding the problem that the entire desiccant is immersed in the liquid refrigerant.

JP 2014-52139 A

  However, when the refrigerant is sealed for service or the like, the liquid refrigerant may exceed the maximum liquid surface position. In such a case, there is a problem that all of the desiccant is immersed in the liquid refrigerant even in the structure of Patent Document 1. there were.

  In addition, since the amount of liquid refrigerant stored in the accumulator is reduced particularly in the operation mode in which the passenger compartment is cooled, the structure of Patent Document 1 has a high possibility that all of the desiccant will come out above the liquid refrigerant. Therefore, the vaporization of the refrigerant cannot be expected to be promoted, and the structure of Patent Document 1 has a problem that the moisture removing function cannot be performed because the desiccant is disposed at a position avoiding the liquid refrigerant fall path.

  The present invention has been made to solve the conventional technical problems, and suppresses the generation of abnormal noise due to refrigerant bumping and improves the durability of the compressor, while improving the durability of the compressor. It is an object of the present invention to provide an accumulator that can perform vaporization promotion and moisture removal without hindrance, and a vehicle air conditioner equipped with the accumulator.

  An accumulator of the present invention is for separating a refrigerant sucked into a compressor into a liquid refrigerant and a gas refrigerant, and includes a tank for storing the liquid refrigerant therein, and a gas refrigerant suction port opened in the tank. And an outlet pipe for allowing the gas refrigerant flowing in from the gas refrigerant suction port to flow out to the refrigerant suction side of the compressor, and a desiccant disposed in the tank to remove moisture in the refrigerant. The upper part is located above the gas refrigerant suction port of the outlet pipe, and the lower part of the desiccant is located below the lowest liquid level position of the liquid refrigerant in the tank.

  The accumulator of the invention of claim 2 is characterized in that, in the above invention, the desiccant is held in the outlet pipe.

  According to a third aspect of the present invention, there is provided an accumulator comprising an inlet pipe that opens in the tank and allows the refrigerant to flow into the tank in each of the above-mentioned inventions, and the desiccant is a falling path of the liquid refrigerant flowing into the tank from the inlet pipe. It is characterized by being arranged at a position that avoids.

  According to a fourth aspect of the present invention, there is provided an accumulator comprising a baffle plate disposed below the opening of the inlet pipe in the tank according to the above invention, wherein at least a part thereof is provided apart from the side wall of the tank. The liquid refrigerant that has flowed into the tank falls from between the baffle plate and the side wall of the tank, and the desiccant is disposed between the baffle plate and the bottom wall of the tank. .

  According to a fifth aspect of the present invention, there is provided an air conditioning apparatus for a vehicle, comprising: a compressor that compresses a refrigerant; an air flow passage through which air supplied to the vehicle interior flows; and air and refrigerant supplied from the air flow passage to the vehicle interior. An indoor heat exchanger to be exchanged, an outdoor heat exchanger provided outside the vehicle compartment, and an accumulator according to each of the inventions connected to the refrigerant suction side of the compressor are provided, and the vehicle interior is air-conditioned.

  According to the present invention, an accumulator for separating a refrigerant sucked into a compressor into a liquid refrigerant and a gas refrigerant has a tank for storing the liquid refrigerant therein, and a gas refrigerant suction port that opens in the tank. The gas refrigerant flowing in from the gas refrigerant suction port is provided with an outlet pipe that flows out to the refrigerant suction side of the compressor, and a desiccant that is disposed in the tank and removes moisture in the refrigerant. Since the upper part is located above the gas refrigerant suction port of the outlet pipe, even if the liquid level of the refrigerant in the tank becomes higher than the highest liquid level position due to service, etc., at least the upper part of the desiccant is liquid refrigerant and gas. It comes to be located above the boundary surface with the refrigerant (liquid surface of the liquid refrigerant).

  As a result, it is possible to ensure the function of promoting the vaporization of the liquid refrigerant at the boundary surface. In addition, since all of the desiccant is prevented from being immersed in the liquid refrigerant, bumping can be eliminated or suppressed, effectively preventing liquid compression in the compressor and generation of abnormal noise in the accumulator. It can be eliminated or suppressed. Thus, the reliability of the vehicle air conditioner as in the fifth aspect of the invention can be improved, and the comfort of the passenger can be improved effectively.

  In addition, since the lower part of the desiccant is arranged below the lowest liquid level position of the liquid refrigerant in the tank, even if the amount of refrigerant in the tank decreases, the function of promoting the vaporization of liquid refrigerant at the boundary surface by the desiccant In addition, the water can be removed from the refrigerant without any problem.

  In this case, since the outlet pipe is normally arranged in the vertical direction in the tank, the desiccant is arranged as in the invention of claim 1 by holding the desiccant in the outlet pipe as in the invention of claim 2. Can be realized very easily.

  Further, according to the invention of claim 3, in addition to the above inventions, there is provided an inlet pipe that opens in the tank and allows the refrigerant to flow into the tank, and the desiccant flows into the tank from the inlet pipe. Since the refrigerant is disposed at a position avoiding the falling path, the falling liquid refrigerant can be prevented from colliding with the desiccant. Thereby, the suction of the liquid refrigerant from the gas refrigerant suction port can be prevented, and the occurrence of liquid compression of the compressor can be more effectively prevented.

  According to a fourth aspect of the present invention, in addition to the above-described invention, the tank includes a baffle plate disposed below the opening of the inlet pipe in the tank and provided at least partially away from the side wall of the tank. The liquid refrigerant that has flowed into the tank from the piping falls from between the baffle plate and the side wall of the tank, and the desiccant is arranged between the baffle plate and the bottom wall of the tank. Further, the arrangement and holding structure of the desiccant in the tank as in the inventions of claims 1 and 2 can be stably maintained while avoiding the collision of the falling liquid refrigerant with the desiccant. Is.

It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied (heating mode, dehumidification heating mode, dehumidification cooling mode, and cooling mode). It is a block diagram of the electric circuit of the controller of the vehicle air conditioner of FIG. It is a block diagram at the time of the MAX cooling mode (maximum cooling mode) of the vehicle air conditioner of FIG. It is a schematic sectional drawing of the accumulator of one Embodiment to which this invention is applied. FIG. 5 is another schematic cross-sectional view of the accumulator of FIG. 4.

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

  FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to an embodiment to which the present invention is applied. A vehicle according to an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and travels by driving an electric motor for traveling with electric power charged in a battery. Yes (both not shown), the vehicle air conditioner 1 of the present invention is also driven by the power of the battery. That is, the vehicle air conditioner 1 of the embodiment performs a heating mode by a heat pump operation using a refrigerant circuit in an electric vehicle that cannot be heated by engine waste heat, and further includes a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, And each operation mode of MAX cooling mode (maximum cooling mode) is selectively performed.

  The present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and an electric motor for traveling, and is also applicable to ordinary vehicles that run on an engine. Needless to say.

  The vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses refrigerant and vehicle interior air. Is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated, and the high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G, and the indoor heat exchange is performed to dissipate the refrigerant into the vehicle interior. A radiator 4 as a heat exchanger, an outdoor expansion valve 6 comprising an electric valve that decompresses and expands the refrigerant during heating, and functions as a radiator during cooling and functions as a radiator during cooling and serves as an evaporator during heating. An outdoor heat exchanger 7 that exchanges heat with the interior, an indoor expansion valve 8 that includes an electric valve that decompresses and expands the refrigerant, and a refrigerant that is provided in the air flow passage 3 from outside the vehicle interior during cooling and dehumidification. Indoor heat exchanger that absorbs heat A heat sink 9 for by the accumulator 12 and the like of the present invention are sequentially connected by a refrigerant pipe 13, the refrigerant circuit R is formed.

  The refrigerant circuit R is filled with a predetermined amount of refrigerant and lubricating oil. The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outside air and the refrigerant by forcibly passing outside air through the outdoor heat exchanger 7, so that the outdoor air blower 15 can also be used outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). It is comprised so that external air may be ventilated by the heat exchanger 7. FIG.

  The outdoor heat exchanger 7 has a receiver dryer unit 14 and a supercooling unit 16 in order on the downstream side of the refrigerant, and the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 includes a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, The refrigerant pipe 13B on the outlet side of the supercooling section 16 is connected to the inlet of the heat absorber 9 via the indoor expansion valve 8 via a cooling electromagnetic valve 17 opened in the MAX cooling mode. Connected to the side. In addition, the receiver dryer part 14 and the supercooling part 16 structurally constitute a part of the outdoor heat exchanger 7.

  The refrigerant pipe 13B between the subcooling section 16 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C on the outlet side of the heat absorber 9, and constitutes an internal heat exchanger 19 together. Thus, the refrigerant flowing into the indoor expansion valve 8 through the refrigerant pipe 13B is cooled (supercooled) by the low-temperature refrigerant that has exited the heat absorber 9.

  Further, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to the internal heat exchanger via a heating electromagnetic valve 21 opened in the heating mode. 19 is connected to a refrigerant pipe 13 </ b> C on the downstream side. The refrigerant pipe 13 </ b> C serves as an inlet pipe of the accumulator 12 and is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2. Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is connected to the inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6.

  In addition, the refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4 is reheated in the heating mode, the dehumidifying cooling mode, and the cooling mode, and closed in the dehumidifying heating mode and the MAX cooling mode. An electromagnetic valve 30 is provided. In this case, the refrigerant pipe 13G is branched into a bypass pipe 35 on the upstream side of the electromagnetic valve 30, and the bypass pipe 35 is opened in the dehumidifying heating mode and the MAX cooling mode, and is heated, dehumidified and cooled, and cooled. The refrigerant pipe 13E is connected to the downstream side of the outdoor expansion valve 6 through a bypass electromagnetic valve 40 that is closed in the mode. Bypass pipe 45, solenoid valve 30 and solenoid valve 40 constitute bypass device 45.

  Since the bypass device 45 is configured by the bypass pipe 35, the electromagnetic valve 30, and the electromagnetic valve 40, the dehumidifying heating mode or the MAX for allowing the refrigerant discharged from the compressor 2 to directly flow into the outdoor heat exchanger 7 as will be described later. Switching between the cooling mode and the heating mode in which the refrigerant discharged from the compressor 2 flows into the radiator 4, the dehumidifying cooling mode, and the cooling mode can be performed smoothly.

  The air flow passage 3 on the air upstream side of the heat absorber 9 is formed with each of an outside air inlet and an inside air inlet (represented by the inlet 25 in FIG. 1). 25 is provided with a suction switching damper 26 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation mode) which is air inside the passenger compartment and the outside air (outside air introduction mode) which is outside the passenger compartment. Yes. Furthermore, an indoor blower (blower fan) 27 for supplying the introduced inside air or outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.

  Moreover, in FIG. 1, 23 is an auxiliary heater as an auxiliary heating device provided in the vehicle air conditioner 1 of the embodiment. The auxiliary heater 23 of the embodiment is composed of a PTC heater which is an electric heater, and is provided in the air flow passage 3 on the air upstream side of the radiator 4 with respect to the air flow in the air flow passage 3. Yes. When the auxiliary heater 23 is energized and generates heat, the air in the air flow passage 3 flowing into the radiator 4 through the heat absorber 9 is heated. In other words, the auxiliary heater 23 serves as a so-called heater core, which heats or complements the passenger compartment.

  In addition, air in the air flow passage 3 on the upstream side of the auxiliary heater 23 flows into the air flow passage 3 and assists air (inside air or outside air) in the air flow passage 3 after passing through the heat absorber 9. An air mix damper 28 is provided for adjusting the ratio of ventilation through the heater 23 and the radiator 4. Further, FOOT (foot), VENT (vent), and DEF (def) outlets (represented by the outlet 29 as a representative in FIG. 1) are formed in the air flow passage 3 on the air downstream side of the radiator 4. The air outlet 29 is provided with an air outlet switching damper 31 that performs switching control of air blowing from the air outlets.

Next, in FIG. 2, reference numeral 32 denotes a controller (ECU) as a control device composed of a microcomputer which is an example of a computer provided with a processor. The controller 32 detects the outside air temperature (Tam) of the vehicle. The outside air temperature sensor 33 for detecting the outside air humidity, the HVAC suction temperature sensor 36 for detecting the temperature of the air sucked into the air flow passage 3 from the suction port 25, and the air (inside air) in the passenger compartment. An inside air temperature sensor 37 that detects the temperature, an inside air humidity sensor 38 that detects the humidity of the air in the passenger compartment, an indoor CO ₂ concentration sensor 39 that detects the carbon dioxide concentration in the passenger compartment, and an air outlet from the outlet 29 And a discharge pressure sensor 41 for detecting the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2. 42, a discharge temperature sensor 43 that detects the refrigerant discharge temperature of the compressor 2, a suction pressure sensor 44 that detects the suction refrigerant pressure of the compressor 2, and the temperature of the refrigerant that comes out of the accumulator 12 and is sucked into the compressor 2. A suction temperature sensor 55 for detecting a certain suction refrigerant temperature (Ts) and a radiator for detecting the temperature of the radiator 4 (the temperature of the air passing through the radiator 4 or the temperature of the radiator 4 itself: the radiator temperature TH). A temperature sensor 46, a radiator pressure sensor 47 for detecting the refrigerant pressure of the radiator 4 (the pressure of the refrigerant in the radiator 4 or immediately after leaving the radiator 4: the radiator pressure PCI), and the heat absorber 9. A heat absorber temperature sensor 48 that detects the temperature (the temperature of the air that has passed through the heat absorber 9 or the temperature of the heat absorber 9 itself: the heat absorber temperature Te), and the refrigerant pressure of the heat absorber 9 (in the heat absorber 9 or the heat absorption). The refrigerant pressure immediately after leaving the vessel 9) An endothermic pressure sensor 49, a photosensor-type solar sensor 51 for detecting the amount of solar radiation into the passenger compartment, a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, set temperature and driving An air conditioning (air conditioner) operation unit 53 for setting the mode switching, and the temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant immediately after coming out of the outdoor heat exchanger 7 (flowing into the accumulator 12 in the heating mode described later) The temperature of the refrigerant to be cooled: the outdoor heat exchanger temperature sensor 54 for detecting the outdoor heat exchanger temperature TXO) and the refrigerant pressure of the outdoor heat exchanger 7 (in the outdoor heat exchanger 7 or from the outdoor heat exchanger 7) Each output of the outdoor heat exchanger pressure sensor 56 that detects the pressure of the refrigerant immediately after that: the outdoor heat exchanger pressure PXO) is connected to the input of the controller 32. Air temperature immediately after being heated by motor 23, or an auxiliary heater 23 itself temperature is also connected the output of the auxiliary heater temperature sensor 50 for detecting the auxiliary heater temperature TPTC).

  On the other hand, the output of the controller 32 includes the compressor 2, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, the outlet switching damper 31, and the outdoor expansion. The solenoid valve, the indoor expansion valve 8, the auxiliary heater 23, the solenoid valve 30 (for reheating), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), and the solenoid valve 40 (for bypass) are connected. Has been. And the controller 32 controls these based on the output of each sensor, and the setting input in the air-conditioning operation part 53. FIG.

  Next, the operation of the vehicle air conditioner 1 having the above-described configuration will be described. In the embodiment, the controller 32 switches between the operation modes of the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, and the MAX cooling mode. First, an outline of refrigerant flow and control in each operation mode will be described.

(1) Heating mode When the heating mode is selected by the controller 32 (auto mode) or by the manual operation (manual mode) to the air conditioning operation unit 53, the controller 32 opens the solenoid valve 21 (for heating) and opens the solenoid valve. Close 17 (for cooling). Further, the electromagnetic valve 30 (for reheating) is opened, and the electromagnetic valve 40 (for bypass) is closed.

  Then, the compressor 2 and each of the blowers 15 and 27 are operated, and the air mix damper 28 is blown out from the indoor blower 27 and passes through the heat absorber 9 as shown by a broken line in FIG. It is assumed that air is passed through the auxiliary heater 23 and the radiator 4. As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the airflow passage 3 is passed through the radiator 4, the air in the airflow passage 3 is converted into the high-temperature refrigerant in the radiator 4 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air, and is condensed and liquefied.

  The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 through the refrigerant pipe 13C through the refrigerant pipe 13A, the solenoid valve 21 and the refrigerant pipe 13D, and is gas-liquid separated there. Repeated circulation inhaled.

  Since the air heated by the radiator 4 (when the auxiliary heater 23 is operated, the auxiliary heater 23 and the radiator 4) is blown out from the outlet 29, the vehicle interior is thereby heated. In this case, the controller 32 calculates a target radiator pressure PCO (target value of the radiator pressure PCI) from a target radiator temperature TCO (target value of the radiator temperature TH) calculated from a target outlet temperature TAO described later, The number of revolutions of the compressor 2 is controlled based on the target radiator pressure PCO and the refrigerant pressure of the radiator 4 (radiator pressure PCI; high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. Further, the controller 32 determines the valve opening degree of the outdoor expansion valve 6 based on the temperature of the radiator 4 (the radiator temperature TH) detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47. And the supercooling degree SC of the refrigerant at the outlet of the radiator 4 (calculated from the radiator temperature TH and the radiator pressure PCI) is controlled to a predetermined target supercooling degree TGSC which is the target value. The target radiator temperature TCO is basically set to TCO = TAO, but a predetermined restriction on control is provided.

  Further, in this heating mode, when the heating capacity by the radiator 4 is insufficient with respect to the heating capacity required for the vehicle interior air conditioning, the controller 32 assists so that the shortage is supplemented by the heat generated by the auxiliary heater 23. The energization of the heater 23 is controlled. Thereby, comfortable vehicle interior heating is realized and frost formation of the outdoor heat exchanger 7 is also suppressed. At this time, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air flowing through the air flow passage 3 is vented to the auxiliary heater 23 before the radiator 4.

  Here, when the auxiliary heater 23 is disposed on the air downstream side of the radiator 4, when the auxiliary heater 23 is configured by a PTC heater as in the embodiment, the temperature of the air flowing into the auxiliary heater 23 is determined by the radiator. 4, the resistance value of the PTC heater increases, the current value also decreases, and the heat generation amount decreases. However, by arranging the auxiliary heater 23 on the air upstream side of the radiator 4, Thus, the capacity of the auxiliary heater 23 composed of the PTC heater can be sufficiently exhibited.

(2) Dehumidification heating mode Next, in the dehumidification heating mode, the controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 and each of the blowers 15 and 27 are operated, and the air mix damper 28 is blown out from the indoor blower 27 and passes through the heat absorber 9 as shown by a broken line in FIG. It is assumed that air is passed through the auxiliary heater 23 and the radiator 4.

  Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ b> A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.

  The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 </ b> B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled, and moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow passage 3 is cooled, and Dehumidified. The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 through the refrigerant pipe 13C, and repeats circulation that is separated into gas and liquid and sucked into the compressor 2 as described above.

  At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent inconvenience that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. It becomes. Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now. Further, in this dehumidifying and heating mode, the controller 32 energizes the auxiliary heater 23 to generate heat. As a result, the air cooled and dehumidified by the heat absorber 9 is further heated in the process of passing through the auxiliary heater 23 and the temperature rises, so that the dehumidifying heating in the passenger compartment is performed.

  The controller 32 controls the rotational speed of the compressor 2 on the basis of the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO that is the target value, and the auxiliary heater temperature. By controlling the energization (heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature Tptc detected by the sensor 50 and the target radiator temperature TCO described above, while appropriately cooling and dehumidifying the air in the heat absorber 9, A decrease in the temperature of the air blown from the outlet 29 into the passenger compartment by heating by the auxiliary heater 23 is accurately prevented.

  As a result, it is possible to control the temperature to an appropriate heating temperature while dehumidifying the air blown into the vehicle interior, and it is possible to realize comfortable and efficient dehumidification heating in the vehicle interior. Further, as described above, in the dehumidifying heating mode, the air mix damper 28 is in a state where all the air in the air flow passage 3 is passed through the auxiliary heater 23 and the radiator 4, so that the air passing through the heat absorber 9 is efficiently assisted. Heating by the heater 23 can improve the energy saving performance, and the controllability of the dehumidifying heating air conditioning can also be improved.

  In addition, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air heated by the auxiliary heater 23 passes through the radiator 4. In this dehumidifying heating mode, the refrigerant is supplied to the radiator 4. Therefore, the disadvantage that the radiator 4 absorbs heat from the air heated by the auxiliary heater 23 is also eliminated. That is, the temperature of the air blown out into the vehicle compartment by the radiator 4 is suppressed, and the COP is improved.

(3) Dehumidifying and Cooling Mode Next, in the dehumidifying and cooling mode, the controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is opened and the electromagnetic valve 40 is closed. Then, the compressor 2 and each of the blowers 15 and 27 are operated, and the air mix damper 28 is blown out from the indoor blower 27 and passes through the heat absorber 9 as shown by a broken line in FIG. It is assumed that air is passed through the auxiliary heater 23 and the radiator 4. As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived and cooled, and condensates.

  The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ b> A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.

  The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 </ b> B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.

  The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 through the refrigerant pipe 13C, and repeats circulation that is separated into gas and liquid and sucked into the compressor 2 as described above. In this dehumidifying and cooling mode, since the controller 32 does not energize the auxiliary heater 23, the air cooled by the heat absorber 9 is reheated (reheated in the process of passing through the radiator 4). ) As a result, dehumidifying and cooling in the passenger compartment is performed.

  The controller 32 controls the rotational speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48, and also uses the outdoor expansion valve based on the high pressure of the refrigerant circuit R described above. 6 is controlled to control the refrigerant pressure of the radiator 4 (radiator pressure PCI).

(4) Cooling Mode Next, in the cooling mode, the controller 32 fully opens the valve opening degree of the outdoor expansion valve 6 in the dehumidifying and cooling mode. The controller 32 controls the air mix damper 28, and the air in the air flow passage 3 after being blown out from the indoor blower 27 and passing through the heat absorber 9 as shown by a solid line in FIG. The rate of ventilation through the vessel 4 is adjusted. Further, the controller 32 does not energize the auxiliary heater 23.

  As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30, and the refrigerant exiting the radiator 4 passes through the refrigerant pipe 13E and the outdoor expansion valve 6. To. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant passes through it and flows into the outdoor heat exchanger 7 as it is, where it is cooled by air or by outside air that is ventilated by the outdoor blower 15 and condensed. Liquefaction. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ b> A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.

  The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 </ b> B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled. Further, moisture in the air condenses and adheres to the heat absorber 9.

  The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 via the refrigerant pipe 13C, and after being gas-liquid separated as described above, the circulation sucked into the compressor 2 is repeated. Since the air cooled and dehumidified by the heat absorber 9 is blown into the vehicle interior from the air outlet 29 (partly passes through the radiator 4 to exchange heat), the vehicle interior is thereby cooled. become. In this cooling mode, the controller 32 rotates the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO that is the target value. To control.

(5) MAX cooling mode (maximum cooling mode)
Next, in the MAX cooling mode as the maximum cooling mode, the controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 keeps the air in the air flow passage 3 from passing through the auxiliary heater 23 and the radiator 4 as shown in FIG. However, there is no problem even if it is ventilated somewhat. Further, the controller 32 does not energize the auxiliary heater 23.

  Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ b> A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.

  The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 </ b> B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled. In addition, since moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow passage 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. At this time, since the outdoor expansion valve 6 is fully closed, similarly, it is possible to suppress or prevent the disadvantage that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. . Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now.

  Here, since the high-temperature refrigerant flows through the radiator 4 in the cooling mode described above, direct heat conduction from the radiator 4 to the HVAC unit 10 occurs not a little, but in this MAX cooling mode, the refrigerant flows into the radiator 4. Therefore, the air in the air flow passage 3 from the heat absorber 9 is not heated by the heat transmitted from the radiator 4 to the HVAC unit 10. Therefore, powerful cooling of the passenger compartment is performed, and particularly in an environment where the outside air temperature Tam is high, the passenger compartment can be quickly cooled to realize comfortable air conditioning in the passenger compartment. Also in this MAX cooling mode, the controller 32 rotates the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO that is the target value. Control the number.

(6) Switching of each operation mode The air flowing through the air flow passage 3 is cooled from the heat absorber 9 and heated from the radiator 4 (and the auxiliary heater 23) in each operation mode (by the air mix damper 28). In response, the air is blown out from the air outlet 29 into the passenger compartment. The controller 32 is set by the air-conditioning operation unit 53, the outside air temperature Tam detected by the outside air temperature sensor 33, the temperature in the vehicle interior detected by the inside air temperature sensor 37, the blower voltage, the amount of solar radiation detected by the solar radiation sensor 51, and the like. The target blowout temperature TAO is calculated based on the target passenger compartment temperature (set temperature) in the passenger compartment, and the temperature of the air blown from the blowout port 29 is controlled to this target blowout temperature TAO by switching each operation mode.

  In this case, the controller 32 determines whether the outside air temperature Tam, the humidity in the vehicle interior, the target outlet temperature TAO, the radiator temperature TH, the target radiator temperature TCO, the heat absorber temperature Te, the target heat absorber temperature TEO, or the dehumidification request in the vehicle interior. By switching each operation mode based on parameters such as, etc., it switches between heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode and MAX cooling mode accurately according to the environmental conditions and necessity of dehumidification. In addition, efficient cabin air conditioning is realized.

(7) Structure of Accumulator 12 Next, the structure of the accumulator 12 of the present invention described above will be described with reference to FIGS. Each figure shows a schematic cross-sectional view of the accumulator 12. The accumulator 12 is a so-called gas-liquid separator for separating the gas-liquid mixed refrigerant flowing in through the refrigerant pipe 13C (the inlet pipe of the present invention) from the liquid refrigerant (liquid phase refrigerant) and the gas refrigerant (gas phase refrigerant). is there. The accumulator 12 has a tank 57 having a predetermined size in the vertical direction and having a predetermined capacity inside, and a baffle plate disposed at an upper portion in the tank 57 and provided apart from the upper wall and the side wall of the tank 57. 58 and the inside of the tank 57 through the upper wall, penetrates through the baffle plate 58 and once descends to the bottom of the tank 57, then rises, and the raised tip is spaced below the baffle plate 58. The outlet pipe 61 is opened and a desiccant 63 is provided in the tank 57. The tip of the outlet pipe 61 serves as a gas refrigerant suction port 64.

  The gas refrigerant suction port 64 at the tip of the outlet pipe 61 opens upward at a position higher than the design maximum liquid level position Lmax of the refrigerant circuit R. In the heating mode described above, the amount of refrigerant flowing into the accumulator 12 also increases. The highest liquid level position Lmax is the highest liquid refrigerant level in the heating mode, and the gas refrigerant suction port 64 of the outlet pipe 61 opens at a position higher than the highest liquid level position Lmax. Further, when the vehicle air conditioner 1 is serviced, if the refrigerant circuit R is filled with a large amount of refrigerant, the liquid refrigerant level in the accumulator 12 exceeds the maximum liquid level position Lmax as shown in FIG. There is. Therefore, the gas refrigerant suction port 64 of the outlet pipe 61 is set so as to open at a position of the liquid level at the time of this service or a position higher than that, so that the gas refrigerant suction port 64 is designed to be located in the accumulator 12 by design. Only the gas refrigerant is allowed to flow.

  On the other hand, the lowermost part of the outlet pipe 61 is located with a small allowance immediately above the bottom wall 57A of the tank 57, and an oil return hole 62 formed of a small hole is formed at the lowermost part. The oil return hole 62 is opened at the lowest liquid level position Lmin in the design of the refrigerant circuit R or at a lower position. In the cooling mode described above, the refrigerant flowing into the accumulator 12 is superheated, so that the amount of liquid refrigerant stored in the accumulator 12 is also reduced as shown in FIG. Oil (for lubricating the compressor 2) is also dissolved in the liquid refrigerant, and if the oil return hole 62 becomes higher than the liquid refrigerant liquid level, the oil cannot be returned to the compressor 2; The position Lmin is the lowest liquid refrigerant level in the cooling mode, and the oil return hole 62 of the outlet pipe 61 is opened at a position equal to or lower than the lowest liquid level position Lmin. The oil stored together with the refrigerant is configured to be surely returned to the compressor 2.

  The upper end of the outlet pipe 61 exits from the upper wall of the tank 57 and is connected to the suction side of the compressor 2. A refrigerant pipe 13 </ b> C as an inlet pipe enters from the upper wall of the tank 57 and opens. The baffle plate 58 is disposed below the opening of the refrigerant pipe 13 </ b> C in the tank 57, and at least a part thereof is separated from the side wall of the tank 57. The baffle plate 58 is held by being partially fixed to the side wall of the tank 57 or being fixed to the outlet pipe 61.

  Further, the desiccant 63 is one in which a large number of desiccant particles 66 such as zeolite are accommodated in a cloth bag 67, for example. This desiccant 63 is disposed along the portion extending in the vertical direction of the outlet pipe 61 that passes through the baffle plate 58 and then descends to the bottom of the tank 57, and is held by the binding band 68 on the outlet pipe 61. Has been. Further, the upper end of the desiccant 63 is in contact with the lower surface of the baffle plate 58, and the lower end of the desiccant 63 is in contact with the upper surface of the bottom wall 57 </ b> A of the tank 57. That is, the desiccant 63 is arranged in the vertical direction in the tank 57 so as to be sandwiched between the baffle plate 58 and the bottom wall 57 </ b> A of the tank 57.

  With such an arrangement, the upper part of the desiccant 63 is located above the gas refrigerant suction port 64 of the outlet pipe 61, and the lower part of the desiccant 63 is located below the aforementioned minimum liquid level position Lmin in the tank 57. Will do.

  As described above, the gas refrigerant and the non-evaporated liquid refrigerant evaporated in the outdoor heat exchanger 7 pass through the refrigerant pipe 13A, the solenoid valve 21 and the refrigerant pipe 13D from the refrigerant pipe 13C (inlet pipe) as shown in FIG. 4 and FIG. As shown, it flows into the tank 57 of the accumulator 12. The liquid refrigerant in the gas-liquid mixed refrigerant flowing into the tank 57 first collides with the baffle plate 58 and spreads outward, and passes between the outer edge of the baffle plate 58 and the side wall of the tank 57 as indicated by an arrow. It falls to the lower part in the tank 57.

  At this time, since the upper end of the desiccant 63 is in contact with the lower surface of the baffle plate 58, the position of the desiccant 63 is a position that avoids the falling path of the liquid refrigerant falling from the outer edge of the baffle plate 58. The liquid refrigerant falling from the baffle plate 63 is stored in the lower part of the tank 57, and the inflowing gas refrigerant and the gas refrigerant in which the liquid refrigerant has evaporated in the accumulator 12 are obstructed by the tip of the outlet pipe 61 as shown by arrows. It flows between the plates 58 and flows into the gas refrigerant suction port 64 of the outlet pipe 61.

  The gas refrigerant that has flowed into the outlet pipe 61 from the gas refrigerant suction port 64 once flows down in the outlet pipe 61 and then rises again and exits from the accumulator 12. Further, as described above, the oil that circulates in the refrigerant circuit R is also stored in the tank 57 together with the refrigerant. A part of the oil and liquid refrigerant enters the outlet pipe 61 from the oil return hole 62 formed in the lowermost part of the outlet pipe 61 and rises and exits from the accumulator 12.

  Then, the liquid refrigerant out of the refrigerant and oil discharged from the accumulator 12 absorbs heat from the outside and evaporates in the process of reaching the compressor 2, so that only the gas refrigerant and oil are sucked into the compressor 2.

  The desiccant particles 66 constituting the desiccant 63 absorb and remove moisture in the refrigerant flowing into the accumulator 12. The function of promoting the vaporization of the liquid refrigerant between the desiccant particles 66. Also play. The vaporization of the liquid refrigerant proceeds gradually starting from the boundary surface (liquid surface) between the liquid refrigerant and the gas refrigerant, but the upper portion of the desiccant 63 is the gas refrigerant suction port 64 of the outlet pipe 61 as described above. Since the lower part is located below the lowest liquid level position Lmin, the liquid refrigerant level becomes higher than the highest liquid level position Lmax during service as shown in FIG. Even when the position of the gas refrigerant suction port 64 is approached, the upper part of the desiccant 63 is always located above the liquid level, and even if the liquid level of the liquid refrigerant is lowered to the lowest liquid level position Lmin as shown in FIG. The lower part of the desiccant 63 is always located below the liquid level. Thereby, the vaporization promotion function of the liquid refrigerant at the boundary surface and the water removal function in the liquid refrigerant are ensured without any trouble.

  As described above in detail, according to the present invention, the upper part of the desiccant 63 provided in the tank 57 of the accumulator 12 is disposed above the gas refrigerant suction port 64 of the outlet pipe 61. Even when the liquid level of the refrigerant becomes higher than the maximum liquid level position Lmax, at least the upper part of the desiccant 63 comes to be positioned above the boundary surface (liquid level of the liquid refrigerant) between the liquid refrigerant and the gas refrigerant. .

  Thereby, the vaporization promotion function of the liquid refrigerant at the boundary surface by the desiccant 63 can be secured. Further, since all of the desiccant 63 is prevented from being immersed in the liquid refrigerant, bumping can be eliminated or suppressed, and liquid compression in the compressor 2 and generation of abnormal noise in the accumulator 12 can be prevented. It can be effectively eliminated or suppressed. Thereby, the reliability of the vehicle air conditioner 1 can be improved, and the comfort of the passenger can be effectively improved.

  Further, since the lower part of the desiccant 63 is disposed below the lowest liquid level position Lmin of the liquid refrigerant in the tank 57, the desiccant can be used even when the amount of refrigerant in the tank 57 decreases in the cooling mode or the like. The function of promoting the vaporization of the liquid refrigerant at the boundary surface by 63 is ensured, and the water removal from the refrigerant can be performed without any trouble.

  Further, since the desiccant 63 is held in the outlet pipe 61 arranged in the vertical direction in the tank 57, the arrangement of the desiccant 63 as described above can be realized very easily. Furthermore, since the desiccant 63 is disposed at a position that avoids the dropping path of the liquid refrigerant flowing into the tank 57 from the refrigerant pipe 13C (inlet pipe), the falling liquid refrigerant collides with the desiccant 63. Can be prevented. Accordingly, the liquid refrigerant is prevented from being sucked from the gas refrigerant suction port 64 of the outlet pipe 61, and the occurrence of liquid compression of the compressor 2 can be further effectively prevented.

  In the embodiment, a baffle plate 58 is provided in the tank 57 below the opening of the refrigerant pipe 13C (inlet pipe) and at least a part of the baffle plate 58 is provided apart from the side wall of the tank 57. The liquid refrigerant that has flowed into the tank 57 from (inlet piping) falls from between the baffle plate 58 and the side wall of the tank 57. Since the desiccant 63 is disposed between the baffle plate 58 and the bottom wall 57 </ b> A of the tank 57, the above-described operation is performed while avoiding the collision of the falling liquid refrigerant with the desiccant 63. Such an arrangement and holding structure of the desiccant 63 in the tank 57 can be stably maintained.

  In the embodiment, the accumulator 12 of the present invention is used for the refrigerant circuit R of the vehicle air conditioner 1 that air-conditions the interior of the vehicle. However, the invention other than claim 5 is not limited thereto, and an accumulator is provided on the suction side of the compressor. The present invention is effective for various refrigeration apparatuses including a refrigerant circuit to be provided.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Compressor 3 Air flow path 4 Radiator (indoor heat exchanger)
6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber (Indoor heat exchanger)
12 Accumulator 13C Refrigerant piping (inlet piping)
57 tank 58 baffle plate 61 outlet pipe 62 oil return hole 63 desiccant 64 gas refrigerant suction port 66 desiccant particle 68 binding band R refrigerant circuit

Claims (5)

In an accumulator for separating the refrigerant sucked into the compressor into liquid refrigerant and gas refrigerant,
A tank for storing liquid refrigerant inside;
A gas refrigerant suction port that opens in the tank, and an outlet pipe that causes the gas refrigerant flowing from the gas refrigerant suction port to flow out to the refrigerant suction side of the compressor;
A desiccant disposed in the tank and removing moisture in the refrigerant,
The upper part of the desiccant is located above the gas refrigerant suction port of the outlet pipe, and the lower part of the desiccant is located below the lowest liquid level position of the liquid refrigerant in the tank. An accumulator characterized by   The accumulator according to claim 1, wherein the desiccant is held in the outlet pipe. An inlet pipe that opens in the tank and allows the refrigerant to flow into the tank;
3. The accumulator according to claim 1, wherein the desiccant is disposed at a position that avoids a falling path of the liquid refrigerant that has flowed into the tank from the inlet pipe. The baffle plate is disposed below the opening of the inlet pipe in the tank, and at least a part thereof is provided apart from the side wall of the tank.
The liquid refrigerant flowing into the tank from the inlet pipe falls from between the baffle plate and the side wall of the tank,
The accumulator according to claim 3, wherein the desiccant is disposed between the baffle plate and a bottom wall of the tank. The compressor for compressing the refrigerant;
An air flow passage through which air to be supplied into the passenger compartment flows;
An indoor heat exchanger for exchanging heat between the air supplied from the air flow passage to the vehicle interior and the refrigerant;
An outdoor heat exchanger provided outside the vehicle compartment;
An air conditioner for a vehicle comprising the accumulator according to any one of claims 1 to 4 connected to a refrigerant suction side of the compressor, and air-conditioning the vehicle interior.

Images