JP2019020064A - Ejector module - Google Patents

Abstract

To provide an ejector module which can suppress the lowering of a temperature adjustment capacity of an ejector-type refrigeration cycle, and can sufficiently obtain a COP improvement effect irrespective of a load variation.SOLUTION: A bypass passage 20e for introducing a refrigerant flowing out of an outdoor heat exchanger to a throttle-side outlet 21d by making it bypass a throttle passage 20a of a variable throttle mechanism 26, and a module opening/closing valve 27 for opening and closing the bypass passage 20e are arranged at an ejector module 20 in which an ejector 25 and the variable throttle mechanism 26 are integrated with each other. Then, at a cooling mode for cooling blown air, a throttle opening of the variable throttle mechanism 26 is properly adjusted according to a load variation. Furthermore, at a dehumidification heating mode for reheating the blown air which is cooled and dehumidified by a suction-side evaporator 17 and a flow-out side evaporator 18 by an indoor condenser, the reduction of a heat absorption amount of the refrigerant at the outdoor heat exchanger is suppressed by the opening of the bypass passage 20e by the module opening/closing valve 27.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an ejector module applied to an ejector refrigeration cycle.

  2. Description of the Related Art Conventionally, an ejector-type refrigeration cycle that is a vapor compression refrigeration cycle apparatus including an ejector as a refrigerant decompression device is known. In the ejector-type refrigeration cycle, the pressure of the suction refrigerant sucked into the compressor can be made higher than the refrigerant evaporation pressure in the evaporator by the pressurizing action of the ejector. Thereby, in an ejector type refrigeration cycle, the power consumption of a compressor can be reduced and the coefficient of performance (COP) of a cycle can be improved.

  Furthermore, Patent Document 1 discloses an evaporator unit used when configuring an ejector refrigeration cycle. The evaporator unit of Patent Document 1 is an integrated unit of a branching unit, an ejector, a fixed throttle, a suction side evaporator, an outflow side evaporator, etc., among the components of the ejector refrigeration cycle (in other words, unitized or modularized). It has been made. In patent document 1, it is going to improve the productivity of an ejector type refrigerating cycle by integration of such a cycle structure apparatus.

  Patent Document 2 discloses a vehicle air conditioner that performs dehumidification heating in a vehicle interior that is an air conditioning target space. The refrigeration cycle apparatus applied to the vehicle air conditioner of Patent Document 2 includes an indoor condenser, an outdoor heat exchanger, an indoor evaporator, and the like. And when performing dehumidification heating of a vehicle interior, an indoor condenser, an outdoor heat exchanger, and an indoor evaporator are switched to the refrigerant circuit connected in series with this order with respect to a refrigerant | coolant flow.

  Furthermore, in the refrigeration cycle apparatus of Patent Document 2, when performing dehumidification heating in the passenger compartment, the indoor condenser functions as a radiator, and the outdoor heat exchanger and the indoor evaporator function as an evaporator. And it cools and dehumidifies the air blown into the vehicle interior by the indoor evaporator, and uses the heat absorbed from the outside air by the outdoor heat exchanger and the heat absorbed from the blown air by the indoor evaporator as heat sources, The dehumidified blown air is reheated by the indoor condenser.

Japanese Patent No. 4259531 Japanese Patent No. 3331765

  By the way, as a means for improving the COP and productivity of the refrigeration cycle apparatus of Patent Document 2, the evaporator unit of Patent Document 1 is adopted instead of the indoor evaporator of the refrigeration cycle apparatus of Patent Document 2, and the jet refrigeration is performed. Means for composing the cycle are conceivable.

  However, when the evaporator unit of Patent Document 1 is applied to the refrigeration cycle apparatus of Patent Document 2 to configure an ejector refrigeration cycle, the heating capacity of the blown air becomes insufficient when performing dehumidification heating in the passenger compartment. There was a case. Further, in this ejector type refrigeration cycle, if load fluctuation occurs in the cycle, the COP improvement effect due to the configuration of the ejector type refrigeration cycle may not be sufficiently obtained.

  Then, when the present inventors investigated the cause, when carrying out dehumidification heating of a vehicle interior, about the heat absorption capacity of the refrigerant | coolant in an outdoor heat exchanger about the heating capability of blowing air becoming insufficient. It was found that this was caused by a decrease in heat for reheating the blown air.

  This will be described in more detail. First, in the refrigeration cycle apparatus of Patent Document 2, when performing dehumidifying heating in the passenger compartment, the outdoor heat exchanger and the indoor evaporator are serially arranged in this order with respect to the refrigerant flow. Connected to. For this reason, the refrigerant evaporation temperature in the outdoor heat exchanger cannot be lowered below the refrigerant evaporation temperature in the indoor evaporator.

  Furthermore, the evaporator unit of Patent Document 1 includes an ejector and a suction side decompression unit. For this reason, the refrigerant evaporation temperature in the outdoor heat exchanger is determined by the pressure loss when the refrigerant flowing out of the outdoor heat exchanger flows through the ejector or the suction-side decompression unit, and the suction-side evaporator and the outflow-side evaporator of the evaporator unit. It will rise above the refrigerant evaporation temperature.

  In addition, in the refrigeration cycle apparatus of Patent Document 2, when performing dehumidification heating in the passenger compartment, the refrigerant evaporation temperature in the indoor evaporator is set to a temperature at which frost formation in the indoor evaporator can be suppressed (specifically, (Temperature higher than 0 ° C.). For this reason, the temperature difference between the refrigerant that exchanges heat with the outdoor heat exchanger and the outside air is reduced, and the heat absorption amount of the refrigerant in the outdoor heat exchanger is reduced.

  As a result, when the evaporator unit of Patent Document 1 is applied to the refrigeration cycle apparatus of Patent Document 2, when dehumidifying and heating the vehicle interior, heat for reheating the blown air is insufficient, and heating of the blown air is performed. Your ability will be inadequate.

  In addition, when the load fluctuates in the cycle, the COP improvement effect cannot be sufficiently obtained. In the evaporator unit of Patent Document 1, a fixed throttle and a fixed nozzle that cannot change the passage sectional area of the refrigerant passage. It was found that this was caused by adopting an ejector having a part.

  That is, in an ejector-type refrigeration cycle that employs a fixed throttle and an ejector having a fixed nozzle portion, the flow rate of refrigerant flowing into the fixed nozzle portion changes when cycle load fluctuation occurs. If the energy conversion efficiency of the ejector decreases due to the change in the refrigerant flow rate, a sufficient COP improvement effect cannot be obtained.

  An object of the present invention is to provide an ejector module that can suppress a decrease in temperature adjustment capability of an ejector-type refrigeration cycle and can sufficiently obtain a COP improvement effect regardless of load fluctuations. And

In order to achieve the above object, the invention described in claim 1 is a compressor (11) that compresses and discharges a refrigerant, a radiator (12) that radiates the refrigerant discharged from the compressor, and flows out of the radiator. A high-stage flow rate adjustment unit (14a) that adjusts the flow rate of the refrigerant, an outdoor heat exchanger (16) that exchanges heat between the refrigerant that has flowed out of the high-stage flow rate adjustment unit and the outside air, and a suction-side evaporator that evaporates the refrigerant ( 17) and an ejector module applied to an ejector-type refrigeration cycle (10) having an outflow side evaporator (18) for evaporating the refrigerant and flowing out to the suction side of the compressor,
A nozzle part (51) that decompresses and injects some of the refrigerant that has flowed out of the outdoor heat exchanger, and a refrigerant suction port (21b) that sucks the refrigerant from the outside by the suction action of the injected refrigerant injected from the nozzle part ) Formed in the body portion (21), a pressure increasing portion (52) for increasing the pressure of the mixed refrigerant of the injected refrigerant and the suction refrigerant sucked from the refrigerant suction port, and another refrigerant out of the outdoor heat exchanger A decompression part (20a) for decompressing a part of the refrigerant, a decompression side valve body part (61) for changing the passage cross-sectional area of the decompression part, a decompression side drive part (62) for displacing the decompression side valve body part, With
The refrigerant outlet side of the suction side evaporator is connected to the throttle side outlet (21d) through which the refrigerant that has passed through the decompression unit flows out, and the refrigerant outlet side of the suction side evaporator is connected to the refrigerant suction port and passes through the boosting unit. The refrigerant outlet side of the outflow side evaporator is connected to the ejector side outlet (21c) through which the discharged refrigerant flows out,
The body portion is formed with a bypass passage (20e) that guides the refrigerant that has flowed out of the outdoor heat exchanger to the decompression side outlet by bypassing the decompression portion,
The ejector module further includes an opening / closing mechanism (27) for opening and closing the bypass passage.

  According to this, since the pressure reduction part (20a), the pressure reduction side valve body part (61), and the pressure reduction side drive part (62) are provided, a variable throttle mechanism (26) can be comprised.

  Therefore, the throttle opening of the variable throttle mechanism (26) can be changed according to the load fluctuation of the applied ejector refrigeration cycle (10). And according to load fluctuation | variation, the refrigerant | coolant flow volume which flows in into a nozzle part (51) and the refrigerant | coolant flow volume which flows in into a variable throttle mechanism (26) can be adjusted appropriately. As a result, the COP improvement effect due to the construction of the ejector refrigeration cycle (10) can be sufficiently obtained regardless of the load fluctuation.

  Further, the opening / closing mechanism (27) opens the bypass passage (20e) to guide the refrigerant on the downstream side of the outdoor heat exchanger (14) to the throttle side outlet (21d) by bypassing the decompression section (20a). Can do. That is, the refrigerant on the downstream side of the outdoor heat exchanger (14) can be caused to flow into the suction side evaporator (17) without being depressurized by the decompression section (20a).

  That is, when the opening / closing mechanism (27) opens the bypass passage (20e), it is possible to suppress the occurrence of pressure loss that occurs when the refrigerant flows through the decompression section (20a). Therefore, it can suppress that the temperature adjustment capability of an ejector-type refrigerating cycle (10) falls by these pressure losses.

  That is, according to the first aspect of the invention, an ejector that can suppress a decrease in the temperature adjustment capability of the ejector refrigeration cycle (10) and can sufficiently obtain a COP improvement effect regardless of load fluctuations. Modules can be provided.

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

It is a typical whole block diagram of the ejector-type refrigerating cycle of 1st Embodiment. It is an axial sectional view including the decompression side central axis of the ejector module of the first embodiment. FIG. 3 is a view taken in the direction of arrow III in FIG. 2. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is an axial sectional view including the decompression side central axis of the ejector module of the second embodiment. It is an axial direction sectional view containing the decompression side central axis of the ejector module of a 3rd embodiment. It is an axial sectional view including the decompression side central axis of the ejector module of the fourth embodiment.

(First embodiment)
1st Embodiment of this invention is described using FIGS. 1-4. The ejector refrigeration cycle 10 of the present embodiment is applied to a vehicle air conditioner 1 mounted on an electric vehicle that obtains a driving force for vehicle travel from an electric motor. The ejector refrigeration cycle 10 functions to adjust the temperature of the blown air that is blown into the vehicle interior, which is the air-conditioning target space, in the vehicle air conditioner 1. Therefore, the temperature adjustment target fluid of the ejector refrigeration cycle 10 is blown air.

  In the vehicle air conditioner 1 of the present embodiment, it is possible to switch between a cooling mode operation, a heating mode operation, and a dehumidifying heating mode operation. The cooling mode is an operation mode in which the blown air is cooled to cool the passenger compartment. The heating mode is an operation mode in which the air is heated to heat the vehicle interior. The dehumidifying and heating mode is an operation mode in which the blown air that has been cooled and dehumidified is reheated to perform dehumidifying heating in the passenger compartment.

  Further, the ejector refrigeration cycle 10 can switch between a cooling mode refrigerant circuit, a heating mode refrigerant circuit, and a dehumidifying heating mode refrigerant circuit according to the operation mode of the vehicle air conditioner 1. In FIG. 1, the refrigerant flow in the cooling mode refrigerant circuit is indicated by a white arrow, the refrigerant flow in the heating mode refrigerant circuit is indicated by a solid arrow, and the refrigerant flow in the dehumidifying heating mode refrigerant circuit is hatched. Shown with hatched arrows.

  Further, the ejector refrigeration cycle 10 employs an HFC refrigerant (specifically, R134a) as the refrigerant, and constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the refrigerant critical pressure. . This refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  First, each component apparatus which comprises the ejector-type refrigerating cycle 10 is demonstrated using the whole block diagram of FIG.

  In the ejector refrigeration cycle 10, the compressor 11 sucks, compresses and discharges the refrigerant. The compressor 11 is arrange | positioned in the vehicle bonnet. In the present embodiment, as the compressor 11, an electric compressor is employed in which a fixed capacity type compression mechanism with a fixed discharge capacity is rotationally driven by an electric motor. The compressor 11 has its rotational speed (that is, refrigerant discharge capacity) controlled by a control signal output from an air conditioning control device 40 described later.

  The refrigerant inlet side of the indoor condenser 12 is connected to the discharge port of the compressor 11. The indoor condenser 12 exchanges heat between the high-pressure refrigerant discharged from the compressor 11 and the blown air after passing through a suction-side evaporator 17 and an outflow-side evaporator 18, which will be described later, and uses the high-pressure refrigerant as a heat source to generate blown air. It is a radiator that heats. The indoor condenser 12 is arrange | positioned in the casing 31 of the indoor air conditioning unit 30 mentioned later.

  The refrigerant outlet of the indoor condenser 12 is connected to the inlet side of the first three-way joint 13a having three inlets and outlets communicating with each other. As such a three-way joint, a joint formed by joining a plurality of pipes, a joint formed by providing a plurality of refrigerant passages in a metal block or a resin block, and the like can be adopted.

  The three-way joint can function as a branching portion that branches the refrigerant flow by using one of the three inlets and outlets as an inlet and the remaining two as outlets. In addition, the three-way joint can function as a merging portion that merges the two refrigerant flows by using two of the three inflow / outflow ports as inflow ports and the remaining one as the outflow port.

  Further, the ejector refrigeration cycle 10 includes second to fourth three-way joints 13b to 13d, as will be described later. The basic configuration of these second to fourth three-way joints 13b to 13d is the same as that of the first three-way joint 13a.

  One inlet of the second three-way joint 13b is connected to one outlet of the first three-way joint 13a via a heating expansion valve 14a. The other inflow side of the second three-way joint 13b is connected to the other outflow port of the first three-way joint 13a via the first on-off valve 15a. The refrigerant inlet side of the outdoor heat exchanger 16 is connected to the outlet of the second three-way joint 13b.

  The heating expansion valve 14a is a high-stage decompression unit that decompresses the high-pressure refrigerant flowing out of the indoor condenser 12 at least in the heating mode, and adjusts the flow rate of the refrigerant flowing out of the indoor condenser 12 It is an adjustment unit.

  Specifically, the heating expansion valve 14a includes a valve body configured to be able to change the throttle opening, and an electric actuator (specifically, a stepping motor) that changes the opening of the valve body. This is an electric variable aperture mechanism. The operation of the heating expansion valve 14 a is controlled by a control signal (control pulse) output from the air conditioning control device 40. The heating expansion valve 14a has a fully closed function of closing the refrigerant passage by closing the valve opening degree.

  Further, the ejector refrigeration cycle 10 includes a cooling expansion valve 14b, as will be described later. The basic configuration of the cooling expansion valve 14b is the same as that of the heating expansion valve 14a. The cooling expansion valve 14b has a fully open function that functions as a simple refrigerant passage with almost no refrigerant decompression effect by fully opening the valve opening.

  The first on-off valve 15a is an electromagnetic valve that opens and closes a bypass passage that connects the other outflow port of the first three-way joint 13a and the other inflow port of the second three-way joint 13b. The operation of the first on-off valve 15 a is controlled by a control voltage output from the air conditioning control device 40. Further, the ejector refrigeration cycle 10 includes a second on-off valve 15b as will be described later. The basic configuration of the second on-off valve 15b is the same as that of the first on-off valve 15a.

  Here, the pressure loss that occurs when the refrigerant flows through the first on-off valve 15a is extremely small compared to the pressure loss that occurs when the refrigerant flows through the heating expansion valve 14a. For this reason, when the first on-off valve 15a is open, the refrigerant flowing into the first three-way joint 13a from the indoor condenser 12 hardly flows out to the heating expansion valve 14a side, and the first on-off valve 15a. To the side.

  The outdoor heat exchanger 16 is a heat exchanger that exchanges heat between the refrigerant flowing out of the second three-way joint 13b and the outside air blown from the outside air fan 16a. The outdoor heat exchanger 16 is disposed on the front side in the vehicle bonnet.

  The outdoor heat exchanger 16 functions as a radiator that radiates high-pressure refrigerant at least in the cooling mode, and functions as an evaporator that evaporates low-pressure refrigerant decompressed by the heating expansion valve 14a at least in the heating mode. The outside air fan 16a is an electric blower in which the rotation speed (that is, the blowing capacity) is controlled by a control voltage output from the air conditioning control device 40.

  The refrigerant outlet of the outdoor heat exchanger 16 is connected to the inlet side of the third three-way joint 13c. The inlet side of the cooling expansion valve 14b is connected to one outlet of the third three-way joint 13c. One inflow side of the fourth three-way joint 13d is connected to the other outflow port of the third three-way joint 13c via the second on-off valve 15b.

  The cooling expansion valve 14b is a low-stage pressure reducing unit that depressurizes the refrigerant flowing into the module inlet 21a of the ejector module 20, and adjusts the flow rate of the refrigerant flowing into the module inlet 21a of the ejector module 20. It is an adjustment unit.

  The ejector module 20 is obtained by integrating (in other words, modularizing) the cycle constituent devices surrounded by the broken lines in FIG. More specifically, the ejector module 20 is obtained by integrating a branching section 24, an ejector 25, a variable throttle mechanism 26, a bypass passage 20e, a module opening / closing valve 27, and the like.

  The branch part 24 is a part that branches the flow of the refrigerant that flows out of the outdoor heat exchanger 16 (more specifically, the refrigerant that flows out of the cooling expansion valve 14b). In the branch portion 24, one branched refrigerant flows out to the nozzle section 51 side of the ejector 25, and the other branched refrigerant flows out to the inlet side of the variable throttle mechanism 26.

  The ejector 25 has a nozzle portion 51 that decompresses and injects one of the refrigerants branched at the branching portion 24, and functions as a refrigerant decompression device. Further, the ejector 25 functions as a refrigerant circulation device that sucks and circulates the refrigerant from outside by the suction action of the refrigerant injected from the nozzle portion 51. More specifically, the ejector 25 of the present embodiment sucks the refrigerant that has flowed out from the suction side evaporator 17 described later.

  In addition, the ejector 25 is an energy conversion device that boosts the mixed refrigerant by converting the kinetic energy of the mixed refrigerant of the refrigerant injected from the nozzle portion 51 and the suction refrigerant sucked from the outside into pressure energy. Fulfills the function.

  The variable throttle mechanism 26 is a refrigerant pressure reducing device that depressurizes the other refrigerant branched by the branching portion 24. The bypass passage 20e guides the refrigerant flowing out of the outdoor heat exchanger 16 (more specifically, the refrigerant flowing out of the cooling expansion valve 14b) to the downstream side of the variable throttle mechanism 26 by bypassing the variable throttle mechanism 26. It is a refrigerant passage. The module opening / closing valve 27 is an opening / closing mechanism for opening / closing the bypass passage 20e.

  The detailed configuration of the ejector module 20 will be described with reference to FIGS. In addition, the up and down arrows in FIGS. 2 and 3 indicate the up and down directions when the ejector refrigeration cycle 10 is mounted on the vehicle air conditioner. The same applies to the following drawings. 2 is a cross-sectional view taken along the line II-II in FIG. 3, and FIG. 3 is a view taken in the direction of arrow III in FIG.

  For simplification of illustration and clarification of explanation, the refrigerant flow direction in the ejector module 20 shown in the overall configuration diagram of FIG. 1 is different from the refrigerant flow direction in the ejector module 20 shown in FIG. ing.

  The body portion 21 of the ejector module 20 is formed by combining a plurality of structural members made of metal (in this embodiment, made of aluminum). The body portion 21 forms the outer shell of the ejector module 20 and functions as a housing that houses the ejector 25, the variable throttle mechanism 26, and the like. The body part 21 may be formed of resin.

  A plurality of refrigerant passages 20a to 20e, a space 20f, and the like are formed inside the body portion 21. Furthermore, a plurality of refrigerant inlets and outlets such as a module inlet 21a, a refrigerant suction port 21b, an ejector side outlet 21c, a throttle side outlet 21d, a low pressure inlet 21e, and a module outlet 21f are opened on the outer surface of the body portion 21.

  The module inlet 21 a is a refrigerant inlet through which the refrigerant that flows out from the outdoor heat exchanger 16 (more specifically, the refrigerant that flows out from the cooling expansion valve 14 b) flows into the ejector module 20. Therefore, the module inlet 21 a communicates with the refrigerant inlet side of the branch portion 24.

  The refrigerant suction port 21 b is a refrigerant inlet that sucks the refrigerant that has flowed out of the suction-side evaporator 17. The suction refrigerant sucked from the refrigerant suction port 21b merges with the jet refrigerant jetted from the nozzle portion 51 of the ejector 25. The refrigerant passage through which the suctioned refrigerant sucked from the refrigerant suction port 21b is circulated and joined with the jetted refrigerant is the suction side passage 20b.

  The ejector side outlet 21 c is provided at the most downstream part of the refrigerant flow of the diffuser portion 52 of the ejector 25, and is a refrigerant outlet that causes the refrigerant boosted by the diffuser portion 52 to flow out to the inlet side of the outflow side evaporator 18. The throttle-side outlet 21 d is a refrigerant outlet that allows the refrigerant decompressed by the variable throttle mechanism 26 to flow out to the inlet side of the suction-side evaporator 17.

  The low-pressure inlet 21e is a refrigerant inlet through which the refrigerant that has flowed out from the outflow side evaporator 18 flows. The module outlet 21f is a refrigerant outlet that allows the refrigerant flowing in from the low-pressure inlet 21e to flow out to the inlet side of the compressor 11 (more specifically, the other inlet side of the fourth three-way joint 13d). The refrigerant passage from the low pressure inlet 21e to the module outlet 21f is the outflow passage 20c.

  Further, the module inlet 21a and the module outlet 21f open in the same direction on the same plane as shown in FIG. The refrigerant suction port 21b, the ejector side outlet 21c, the throttle side outlet 21d, and the low pressure inlet 21e are open in the same direction on the same plane as shown in FIGS. Here, the refrigerant inlet / outlet opening in the same direction means that the refrigerant inflow / outflow directions coincide with each other.

  Next, the ejector 25 includes a nozzle part 51, a refrigerant suction port 21b formed in the body part 21, a suction side passage 20b, a diffuser part 52, and the like.

  The nozzle part 51 is an isentropic decompression of the refrigerant in the refrigerant passage formed inside and ejects the refrigerant. The nozzle portion 51 is formed of a substantially cylindrical metal (stainless alloy or brass in the present embodiment) that tapers in the refrigerant flow direction. The nozzle part 51 is fixed to the body part 21 by means such as press fitting.

  The nozzle portion 51 is a fixed nozzle portion whose passage cross-sectional area does not change. In the refrigerant passage formed in the nozzle portion 51, a throat portion having the smallest refrigerant passage area is formed, and the refrigerant passage area gradually increases from the throat portion toward the refrigerant injection port for injecting the refrigerant. Is provided. That is, the nozzle part 51 is configured as a Laval nozzle.

  Further, in the present embodiment, the nozzle unit 51 is set such that the flow rate of the injected refrigerant injected from the refrigerant injection port is equal to or higher than the speed of sound during normal operation of the ejector refrigeration cycle 10. Of course, you may comprise the nozzle part 51 by a tapered nozzle.

  The diffuser unit 52 is a pressure increasing unit that increases the pressure of the mixed refrigerant. The refrigerant passage formed in the diffuser portion 52 is formed in a substantially truncated cone shape in which the passage cross-sectional area gradually increases toward the downstream side of the refrigerant flow. In the diffuser part 52, the kinetic energy of the mixed refrigerant flowing through the diffuser part 52 can be converted into pressure energy by such a passage shape.

  The diffuser portion 52 of the present embodiment is formed integrally with the body portion 21. Of course, the diffuser portion 52 may be formed as a separate member from the body portion 21 and fixed to the body portion 21 by means such as press fitting.

  Further, a gas-liquid separation space 20 f is formed in the refrigerant flow upstream portion of the nozzle portion 51 of the body portion 21. The gas-liquid separation space 20f is formed in a rotating body shape. In the gas-liquid separation space 20f, a swirl flow around the central axis is generated in the refrigerant flowing into the inside, and a gas-liquid separation unit is formed that separates the gas-liquid of the refrigerant by the action of centrifugal force. The central axis of the gas-liquid separation space 20f and the central axis of the diffuser part 52 are arranged coaxially with the central axis CL1 of the nozzle part 51.

  A branch passage 20d formed in the body portion 21 is connected to the outer peripheral side of the gas-liquid separation space 20f. The branch passage 20 d is a refrigerant passage that guides the refrigerant on the outer peripheral side of the gas-liquid separation space 20 f to the inlet side of the variable throttle mechanism 26.

  For this reason, among the refrigerant separated in the gas-liquid separation space 20f, mainly the gas-phase refrigerant, in other words, the relatively dry refrigerant on the central axis side of the gas-liquid separation space 20f is transferred to the nozzle portion 51 of the ejector 25. Inflow. On the other hand, among the refrigerants separated in the gas-liquid separation space 20f, mainly the liquid-phase refrigerant, in other words, the refrigerant having a relatively low dryness on the outer peripheral side of the gas-liquid separation space 20f is supplied via the branch passage 20d. 26. Therefore, the branch part 24 of this embodiment is formed inside the gas-liquid separation space 20f.

  Next, the variable throttle mechanism 26 includes a throttle passage 20a, a throttle valve 61, a pressure reducing side drive mechanism 62, and the like.

  The throttle passage 20 a is a pressure reducing unit that decompresses the other refrigerant branched by the branching unit 24. The throttle passage 20a is formed in a rotating body shape such as a columnar shape or a truncated cone shape. The decompression part of this embodiment is formed integrally with the body part 21. Of course, an orifice formed as a separate member with respect to the body portion 21 may be adopted as the pressure reducing portion and fixed to the body portion 21 by means such as press fitting.

  The throttle valve 61 is formed in a spherical shape, and is a pressure-reducing valve body that changes the passage cross-sectional area (that is, the throttle opening) of the throttle passage 20a by being displaced in the central axis direction of the throttle passage 20a. Furthermore, the throttle passage 20a can be closed by bringing the throttle valve 61 into contact with the outlet of the throttle passage 20a.

  The decompression side drive mechanism 62 is a decompression side drive unit that displaces the throttle valve 61 in the central axis direction of the throttle passage 20a. The decompression side drive mechanism 62 is a mechanical mechanism.

  More specifically, the decompression side drive mechanism 62 includes a decompression side temperature sensing unit 62a. The decompression-side temperature sensing unit 62a includes a diaphragm 62b that is a decompression-side deformation member that deforms according to the temperature and pressure of the refrigerant that has flowed out of the suction-side evaporator 17. The decompression side drive mechanism 62 displaces the throttle valve 61 by transmitting the deformation of the diaphragm 62 b to the throttle valve 61.

  The diaphragm 62b defines a sealed space 62c in which a temperature-sensitive medium that changes in pressure with a change in temperature is enclosed in the pressure-reducing temperature-sensitive portion 62a. In the present embodiment, the temperature-sensitive medium is mainly composed of a refrigerant circulating in the ejector refrigeration cycle 10.

  The decompression side temperature sensing part 62a is disposed in a space communicating with the suction side passage 20b in the body part 21. For this reason, the pressure of the temperature-sensitive medium in the enclosed space 62c changes according to the temperature of the low-pressure refrigerant (that is, the refrigerant that has flowed out of the suction-side evaporator 17) flowing through the suction-side passage 20b. And the diaphragm 62b deform | transforms according to the pressure difference of the pressure of the low pressure refrigerant | coolant which distribute | circulates the suction side channel | path 20b, and the pressure of the temperature sensitive medium in the enclosure space 62c.

  For this reason, it is desirable that the diaphragm 62b is formed of a material that is rich in elasticity and excellent in pressure resistance and airtightness. Therefore, in this embodiment, a circular metal thin plate made of stainless steel (specifically, SUS304) is adopted as the diaphragm 62b. Further, in the decompression side drive mechanism 62, the displacement of the diaphragm 62 b is transmitted to the throttle valve 61 through the operating rod 63. The operating rod 63 is formed in a cylindrical shape extending in the displacement direction of the throttle valve 61.

  In the reduced pressure side temperature sensing unit 62a of the present embodiment, when the temperature (superheat degree) of the low-pressure refrigerant flowing through the suction side passage 20b rises, the pressure of the temperature sensitive medium in the enclosed space 62c increases, The pressure difference between the pressure of the low-pressure refrigerant flowing through the suction side passage 20b increases from the pressure of the temperature-sensitive medium. As a result, when the diaphragm 62b is deformed, the throttle valve 61 is displaced to the side of increasing the throttle opening of the throttle passage 20a.

  On the other hand, when the temperature (superheat degree) of the low-pressure refrigerant flowing through the suction side passage 20b is lowered, the pressure of the temperature sensitive medium in the enclosed space 62c is lowered, and the suction side passage 20b is determined from the pressure of the temperature sensitive medium in the enclosed space 62c. The pressure difference in the pressure of the low-pressure refrigerant flowing through the refrigerant becomes small. Thus, when the diaphragm 62b is deformed, the throttle valve 61 is displaced to the side that reduces the throttle opening of the throttle passage 20a.

  That is, the decompression side drive mechanism 62 can displace the throttle valve 61 in accordance with the degree of superheat of the refrigerant flowing out from the suction side evaporator 17. Therefore, the decompression side drive mechanism 62 of the present embodiment is configured so that the superheat degree of the outlet side refrigerant of the suction side evaporator 17 approaches the predetermined decompression side reference superheat degree (specifically, 0 ° C.). Is displaced.

  That is, the decompression side drive mechanism 62 of the present embodiment displaces the throttle valve 61 so that the outlet side refrigerant of the suction side evaporator 17 becomes a saturated gas phase refrigerant. The decompression-side reference superheat degree can be adjusted by changing the load of a coil spring that is an elastic member that applies a load to the throttle valve 61.

  Here, if the pressure reducing side drive mechanism 62 defines the central axis in the displacement direction for displacing the throttle valve 61 as the pressure reducing side central axis CL2, the pressure reducing side central axis CL2 is the center axis of the throttle passage 20a and the center of the operating rod 63. Coincides with the axis.

  Furthermore, in the ejector module 20 of the present embodiment, the central axis CL1 of the nozzle portion 51 and the decompression-side central axis CL2 are in a twisted positional relationship. The ejector 25 and the variable throttle mechanism 26 are arranged close to each other so that the decompression side drive mechanism 62 and the center axis CL1 of the nozzle portion 51 overlap when viewed from the direction of the decompression side center axis CL2.

  Note that the positional relationship of torsion means a positional relationship in which two straight lines are not parallel and do not intersect. Furthermore, in the present embodiment, the angle formed by the central axis CL1 of the nozzle portion 51 and the reduced pressure side central axis CL2, that is, the angle formed by the vector of the central axis CL1 of the nozzle portion 51 and the vector of the reduced pressure side central axis CL2 is 90 °. It has become.

  The bypass passage 20e is formed so that the module inlet 21a and the throttle side outlet 21d communicate with each other. That is, the bypass passage 20e of the present embodiment is formed so as to guide the refrigerant on the upstream side of the gas-liquid separation space 20f to the throttle-side outlet 21d by bypassing the branch portion 24 and the variable throttle mechanism 26.

  The module open / close valve 27 is an electromagnetic valve that opens and closes the bypass passage 20e by displacing the valve body portion 27a. The operation of the module opening / closing valve 27 is controlled by a control voltage output from the air conditioning controller 40.

  Further, in the present embodiment, the minimum passage sectional area A1 of the bypass passage 20e is set to be larger than the maximum passage sectional area A2 of the variable throttle mechanism 26 and sufficiently larger than the maximum passage sectional area A2. For this reason, the pressure loss that occurs when the refrigerant flowing from the module inlet 21a flows through the bypass passage 20e is extremely small compared to the pressure loss that occurs when the refrigerant flowing from the module inlet 21a flows through the variable throttle mechanism 26. .

  Therefore, when the module opening / closing valve 27 opens the bypass passage 20e, the refrigerant flowing in from the module inlet 21a flows out to the bypass passage 20e side without flowing into the gas-liquid separation space 20f side.

  Here, the minimum passage sectional area A1 of the bypass passage 20e is a passage sectional area of a portion having the smallest passage sectional area in the bypass passage 20e extending from the module inlet 21a to the throttle side outlet 21d. In the present embodiment, as shown in FIG. 2, the passage sectional area of the module opening / closing valve 27 is the minimum passage sectional area A1. In addition, the maximum passage cross-sectional area when the variable throttle mechanism 26 is fully opened is the maximum passage cross-sectional area of the throttle passage 20a when the pressure reducing side drive mechanism 62 displaces the throttle valve 61 to the side farthest from the throttle passage 20a. This means the cross-sectional area of the passage.

  Next, the outflow side evaporator 18 exchanges heat between the blown air blown from the blower 18a toward the vehicle interior and the low pressure refrigerant flowing out from the ejector side outlet 21c of the ejector module 20, and evaporates the low pressure refrigerant. An endothermic heat exchanger that cools blown air by exerting an endothermic effect. As shown in FIG. 1, the outflow side evaporator 18 is disposed in the casing 31 of the indoor air conditioning unit 30 together with the suction side evaporator 17.

  The refrigerant outlet of the outflow side evaporator 18 is connected to the low pressure inlet 21 e side of the ejector module 20. For this reason, the refrigerant flowing out from the outflow side evaporator 18 flows out to the suction port side of the compressor 11 (more specifically, the other inflow port side of the fourth three-way joint 13d) through the outflow side passage 20c. . The blower 18a is an electric blower in which the rotation speed (that is, the blowing capacity) is controlled by a control voltage output from the air conditioning control device 40.

  The suction-side evaporator 17 exchanges heat between the blown air that has passed through the outflow-side evaporator 18 and the low-pressure refrigerant that has flowed out from the throttle-side outlet 21d of the ejector module 20, and evaporates the low-pressure refrigerant to exert an endothermic effect. It is the heat exchanger for heat absorption which cools blowing air by. The refrigerant outlet of the suction side evaporator 17 is connected to the refrigerant suction port 21 b side of the ejector module 20.

  Furthermore, the suction side evaporator 17 and the outflow side evaporator 18 of the present embodiment are integrally configured as an evaporator unit. Specifically, each of the suction-side evaporator 17 and the outflow-side evaporator 18 includes a plurality of tubes that circulate the refrigerant, and a collection or distribution of refrigerants that are arranged on both ends of the plurality of tubes and circulate through the tubes. And a so-called tank-and-tube heat exchanger having a pair of collective distribution tanks.

  The suction-side evaporator 17 and the outflow-side evaporator 18 are integrated by forming the collecting / distributing tank of the suction-side evaporator 17 and the outflow-side evaporator 18 with the same member. At this time, in this embodiment, the outflow side evaporator 18 is arranged on the upstream side of the blown air flow with respect to the suction side evaporator 17. For this reason, the blown air flows in the order of the outflow side evaporator 18 → the suction side evaporator 17 as indicated by the broken line arrows in FIG.

  Further, as shown in FIG. 1, the inlet side of the accumulator 19 is connected to the outlet of the fourth three-way joint 13d. The accumulator 19 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator and stores excess liquid-phase refrigerant in the cycle. The suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 19.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside the instrument panel (that is, the instrument panel) at the foremost part of the vehicle interior. The indoor air conditioning unit 30 forms an air passage for blowing out the blown air whose temperature has been adjusted by the ejector refrigeration cycle 10 to an appropriate location in the passenger compartment.

  As shown in FIG. 1, the indoor air conditioning unit 30 has a blower 18 a, an outflow side evaporator 18, a suction side evaporator 17, and an indoor condenser 12 in an air passage formed inside a casing 31 that forms an outer shell thereof. Etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (specifically, polypropylene) having a certain degree of elasticity and excellent in strength. An inside / outside air switching device 33 for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) into the casing 31 is disposed on the most upstream side of the blast air flow in the casing 31.

  The inside / outside air switching device 33 continuously adjusts the opening area of the inside air introduction port for introducing the inside air into the casing 31 and the outside air introduction port for introducing the outside air, by the inside / outside air switching door, The introduction ratio with the introduction air volume can be changed. The inside / outside air switching door is driven by an electric actuator for the inside / outside air switching door. The operation of the electric actuator is controlled by a control signal output from the air conditioning controller 40.

  A blower 18 a is arranged on the downstream side of the blown air flow of the inside / outside air switching device 33. On the downstream side of the blower air flow of the blower 18a, the outflow side evaporator 18, the suction side evaporator 17, and the indoor condenser 12 are arranged in this order with respect to the flow of the blown air. That is, the outflow side evaporator 18 and the suction side evaporator 17 are arranged on the upstream side of the blower air flow with respect to the indoor condenser 12.

  Further, in the casing 31, a cold air bypass passage 35 is formed in which the blown air that has passed through the outflow side evaporator 18 and the suction side evaporator 17 bypasses the indoor condenser 12 and flows downstream.

  After passing through the outflow side evaporator 18 and the suction side evaporator 17 on the downstream side of the blast air flow of the outflow side evaporator 18 and the suction side evaporator 17 and upstream of the blast air flow of the indoor condenser 12 An air mix door 34 that adjusts the air volume ratio between the air volume that passes through the indoor condenser 12 and the air volume that passes through the cold air bypass passage 35 is disposed.

  On the downstream side of the blower air flow of the indoor condenser 12, mixing that mixes blown air heated by the indoor condenser 12 and blown air that has passed through the cold air bypass passage 35 and is not heated by the indoor condenser 12. A space is provided. Furthermore, the opening hole which blows off the blowing air (air-conditioning wind) mixed in the mixing space in the vehicle interior at the most downstream part of the blowing air flow of the casing 31 is arranged.

  As this opening hole, a face opening hole, a foot opening hole, and a defroster opening hole (all not shown) are provided. The face opening hole is an opening hole for blowing conditioned air toward the upper body of the passenger in the vehicle interior. The foot opening hole is an opening hole for blowing conditioned air toward the feet of the passenger. The defroster opening hole is an opening hole for blowing out conditioned air toward the inner side surface of the vehicle front window glass.

  These face opening hole, foot opening hole, and defroster opening hole are respectively connected to a face air outlet, a foot air outlet, and a defroster air outlet (not shown) through a duct that forms an air passage. )It is connected to the.

  Therefore, the air mix door 34 adjusts the air volume ratio between the air volume that passes through the indoor condenser 12 and the air volume that passes through the cold air bypass passage 35, thereby adjusting the temperature of the conditioned air mixed in the mixing space. . Thereby, the temperature of the blast air (air conditioned air) blown out from each outlet into the vehicle compartment is also adjusted.

  The air mix door 34 is driven by an electric actuator for driving the air mix door, and the operation of the electric actuator is controlled by a control signal output from the air conditioning control device 40.

  Further, on the upstream side of the air flow of the face opening hole, foot opening hole, and defroster opening hole, a face door for adjusting the opening area of the face opening hole, a foot door for adjusting the opening area of the foot opening hole, and a defroster opening, respectively. A defroster door (both not shown) for adjusting the opening area of the hole is disposed.

  These face doors, foot doors, and defroster doors constitute an air outlet mode switching device that switches an air outlet from which air-conditioned air is blown out. The face door, the foot door, and the defroster door are connected to an electric actuator for driving the air outlet mode door via a link mechanism and the like, and are rotated in conjunction with each other. The operation of the electric actuator is controlled by a control signal output from the air conditioning controller 40.

  Next, an outline of the electric control unit of the present embodiment will be described. The air conditioning control device 40 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. Then, various calculations and processes are performed based on the air conditioning control program stored in the ROM, and various control target devices 11, 14a, 14b, 15a, 15b, 16a, 18a, 27, etc. connected to the output side thereof. Control the operation.

  Further, on the input side of the air conditioning control device 40, as shown in the block diagram of FIG. 4, the inside air temperature sensor 41, the outside air temperature sensor 42, the solar radiation sensor 43, the high pressure sensor 44, the evaporator temperature sensor 45, the air conditioning air temperature sensor A sensor group for air conditioning control such as 46 is connected. The air conditioning control device 40 receives detection signals from these air conditioning control sensors.

  The inside air temperature sensor 41 is an inside air temperature detecting unit that detects a vehicle interior temperature (inside air temperature) Tr. The outside air temperature sensor 42 is an outside air temperature detecting unit that detects a vehicle compartment outside temperature (outside air temperature) Tam. The solar radiation sensor 43 is a solar radiation amount detection unit that detects the solar radiation amount As irradiated into the vehicle interior. The high pressure sensor 44 is a high pressure detector that detects the high pressure Pd of the refrigerant in the refrigerant flow path from the discharge port side of the compressor 11 to the inlet side of the heating expansion valve 14a.

  The evaporator temperature sensor 45 is an evaporator temperature detector that detects a refrigerant evaporation temperature (evaporator temperature) Tefin in the suction side evaporator 17. The air-conditioning air temperature sensor 46 is an air-conditioning air temperature detector that detects the temperature TAV of air blown from the mixed space into the vehicle interior.

  Further, as shown in FIG. 4, an operation panel 50 disposed near the instrument panel in the front of the passenger compartment is connected to the input side of the air conditioning control device 40, and various operation switches provided on the operation panel 50 are connected. The operation signal is input.

  Specifically, various operation switches provided on the operation panel 50 include an auto switch for setting or canceling the automatic control operation of the vehicle air conditioner 1, a cooling switch for requesting cooling of the vehicle interior, and a fan 18a. There are an air volume setting switch for manually setting the air volume, a temperature setting switch for setting a target temperature Tset in the passenger compartment, and the like.

  The air-conditioning control device 40 according to the present embodiment is configured such that a control unit that controls various control target devices connected to the output side thereof is integrally configured. However, the configuration controls the operation of each control target device. (Hardware and Software) constitutes a control unit that controls the operation of each control target device.

  For example, the structure which controls the action | operation of the compressor 11 among the air-conditioning control apparatuses 40 is the discharge capability control part 40a. The configuration for controlling the operation of the module opening / closing valve 27 is an opening / closing mechanism control unit 40b.

  Next, the operation of this embodiment in the above configuration will be described. In the vehicle air conditioner 1 of the present embodiment, cooling, heating, and dehumidifying heating can be performed in the passenger compartment. Accordingly, in the ejector refrigeration cycle 10, the cooling mode operation, the heating mode operation, and the dehumidifying heating mode operation are switched. Each operation mode is switched by executing an air conditioning control program.

  The air conditioning control program is executed when the auto switch of the operation panel 50 is turned on (ON). In the air conditioning control program, the target blowout temperature TAO in the passenger compartment is calculated. The target blowing temperature TAO is a target temperature of blown air (conditioned air) blown into the vehicle interior.

  The target blowout temperature TAO is determined by the inside air temperature Tr detected by the inside air temperature sensor 41, the outside air temperature Tam detected by the outside air temperature sensor 42, the solar radiation amount As detected by the solar radiation sensor 43, and the temperature setting switch of the operation panel 50. It is calculated using the set temperature Tset.

  When the cooling switch is turned on (ON) with the auto switch turned on (ON), the cooling mode is executed. When the cooling switch is released (OFF) and the target blowing temperature TAO is equal to or higher than a predetermined reference heating temperature α, the heating mode is executed. When the cooling switch is released (OFF) and the target blowing temperature TAO is lower than the reference heating temperature α, the operation in the dehumidifying heating mode is executed. Each operation mode will be described below.

(A) Cooling mode In the cooling mode, the air conditioning control device 40 sets the heating expansion valve 14a to a fully closed state, sets the cooling expansion valve 14b to a throttled state that exerts a refrigerant decompression action, and opens the first on-off valve 15a. The second on-off valve 15b is closed, and the module on-off valve 27 is closed.

  As a result, in the cooling mode, as indicated by the white arrow in FIG. 1, the refrigerant is discharged from the discharge port of the compressor 11 (→ the indoor condenser 12) → the first on-off valve 15a → the outdoor heat exchanger 16 → the expansion for cooling. While circulating through the valve 14b → the module inlet 21a of the ejector module 20 → the ejector side outlet 21c of the ejector module 20 → the outflow side evaporator 18 → the outflow side passage 20c of the ejector module 20 → the accumulator 19 → the suction port of the compressor 11 An ejector-type refrigeration cycle that flows in the order of the throttle-side outlet 21 d of the ejector module 20 → the suction-side evaporator 17 → the refrigerant suction port 21 b of the ejector module 20 is configured.

  With this cycle configuration, the air conditioning control device 40 refers to a control map stored in advance in the air conditioning control device 40 based on the target blowing temperature TAO, and targets evaporation of the blown air blown from the suction side evaporator 17. Determine the vessel temperature TEO. And the control signal output to the electric motor of the compressor 11 is determined so that the evaporator temperature Tefin detected by the evaporator temperature sensor 45 approaches the target evaporator temperature TEO.

  In this control map, it is determined that the target evaporator temperature TEO is lowered as the target blowing temperature TAO is lowered. Further, the target evaporator temperature TEO is determined to be a value within a range (specifically, 1 ° C. or more) in which frost formation on the outflow side evaporator 18 and the suction side evaporator 17 can be suppressed.

  Further, the air conditioning control device 40 refers to a control map stored in advance in the air conditioning control device 40 based on the high pressure Pd detected by the high pressure sensor 44 and determines the target supercooling degree during cooling. Then, the control pulse output to the cooling expansion valve 14b is determined so that the supercooling degree of the refrigerant flowing into the cooling expansion valve 14b approaches the cooling target supercooling degree. The target supercooling degree at the time of cooling is a value set so that the COP of the ejector refrigeration cycle 10 becomes a substantially maximum value in the cooling mode.

  In addition, the air conditioning control device 40 is an electric actuator for driving the air mix door so that the air mix door 34 fully closes the ventilation path on the indoor condenser 12 side and fully opens the ventilation path on the cold air bypass passage 35 side. The control signal to be output is determined.

  Then, the control signal determined as described above is output to various devices to be controlled. Thereafter, until a request for stopping the operation of the vehicle air conditioner 1 is made, control such as reading of detection signals and operation signals → determination of operating states of various control target devices → output of control voltages and control signals is performed at predetermined control cycles. The routine is repeated. Such a control routine is repeated in the other operation modes.

  Therefore, in the cooling mode, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. In the cooling mode, since the air mix door 34 fully closes the ventilation path on the indoor condenser 12 side, the high-pressure refrigerant flowing into the indoor condenser 12 flows out of the indoor condenser 12 without releasing heat to the blown air. .

  Since the heating expansion valve 14a is fully closed and the first on-off valve 15a is open, the high-pressure refrigerant that has flowed out of the indoor condenser 12 is not reduced in pressure by the heating expansion valve 14a. It flows into the exchanger 16. The high-pressure refrigerant flowing into the outdoor heat exchanger 16 exchanges heat with the outside air blown by the outside air fan 16a, and dissipates heat to condense. The refrigerant condensed in the outdoor heat exchanger 16 flows into the cooling expansion valve 14b and is depressurized because the second on-off valve 15b is closed.

  The low-pressure refrigerant decompressed by the cooling expansion valve 14 b flows into the module inlet 21 a of the ejector module 20. The refrigerant flowing into the module inlet 21a flows into the gas-liquid separation space 20f of the ejector module 20 and is gas-liquid separated because the module opening / closing valve 27 is closed. The flow of the refrigerant separated in the gas-liquid separation space 20f is branched at a branching portion 24 formed by the gas-liquid separation space 20f.

  One refrigerant, which is mainly a gas-phase refrigerant (more specifically, a refrigerant having a relatively high dryness) separated in the gas-liquid separation space 20f, flows into the nozzle portion 51 of the ejector 25 and isentropically. Depressurized and injected. The refrigerant flowing out of the suction side evaporator 17 is sucked from the refrigerant suction port 21b of the ejector module 20 by the suction action of the jet refrigerant.

  The injection refrigerant injected from the nozzle portion 51 and the suction refrigerant sucked from the refrigerant suction port 21b flow into the diffuser portion 52 of the ejector 25. In the diffuser part 52, the velocity energy of the refrigerant is converted into pressure energy by expanding the refrigerant passage area. Thereby, the pressure of the mixed refrigerant of the injection refrigerant and the suction refrigerant increases. The refrigerant whose pressure has been increased in the diffuser section 52 flows into the outflow evaporator 18.

  The refrigerant flowing into the outflow side evaporator 18 absorbs heat from the blown air blown by the blower 18a and evaporates. Thereby, the blowing air blown by the blower 18a is cooled. The refrigerant that has flowed out of the outflow side evaporator 18 flows into the accumulator 19 through the outflow side passage 20c of the ejector module 20, and is separated into gas and liquid. The gas-phase refrigerant separated by the accumulator 19 is sucked into the compressor 11 and compressed again.

  On the other hand, the other refrigerant, which is mainly a liquid phase refrigerant (more specifically, a refrigerant having a relatively low dryness) separated in the gas-liquid separation space 20f, flows into the variable throttle mechanism 26 and is depressurized. At this time, the throttle opening degree of the variable throttle mechanism 26 is adjusted so that the degree of superheat of the outlet side refrigerant of the suction side evaporator 17 approaches the pressure reduction side reference superheat degree.

  The refrigerant decompressed by the variable throttle mechanism 26 flows into the suction side evaporator 17. The refrigerant that has flowed into the suction side evaporator 17 absorbs heat from the blown air that has passed through the outflow side evaporator 18 and evaporates. Thereby, the blast air after passing the outflow side evaporator 18 is further cooled. The refrigerant flowing out of the suction side evaporator 17 is sucked from the refrigerant suction port 21b.

  As described above, in the cooling mode, the blown air can be cooled by both the outflow side evaporator 18 and the suction side evaporator 17. And the cooling of the vehicle interior can be realized by blowing out the cooled blown air into the vehicle interior.

  At this time, in the ejector refrigeration cycle 10, the refrigerant on the downstream side of the outflow side evaporator 18, that is, the refrigerant whose pressure has been increased in the diffuser portion 52 of the ejector 25 can be sucked into the compressor 11. Therefore, in the ejector-type refrigeration cycle 10, the power consumption of the compressor 11 is reduced and the COP of the cycle is improved as compared with a normal refrigeration cycle apparatus in which the refrigerant evaporation pressure in the evaporator and the pressure of the compressor suction refrigerant are equal. Can be made.

  Furthermore, since the ejector module 20 of the present embodiment includes the variable throttle mechanism 26, the throttle opening degree of the variable throttle mechanism 26 can be changed according to the load fluctuation of the ejector refrigeration cycle 10. And according to load fluctuation | variation, the refrigerant | coolant flow rate which flows in into the nozzle part 51 from the branch part 24, and the refrigerant | coolant flow rate which flows in into the variable throttle mechanism 26 can be adjusted appropriately.

  As a result, in the cooling mode ejector refrigeration cycle 10, the above-described COP improvement effect can be obtained regardless of load fluctuations.

  In the ejector refrigeration cycle 10, the refrigerant evaporation pressure in the outflow side evaporator 18 is set to the refrigerant pressure increased by the diffuser unit 52, and immediately after the refrigerant evaporation pressure in the suction side evaporator 17 is reduced by the nozzle unit 51. The refrigerant pressure can be low. Therefore, the temperature difference between the refrigerant evaporation temperature and the blown air in each evaporator can be secured and the blown air can be efficiently cooled.

(B) Heating mode In the heating mode, the air-conditioning control device 40 sets the heating expansion valve 14a to the throttle state, sets the cooling expansion valve 14b to the fully closed state, closes the first on-off valve 15a, and closes the second on-off valve 15b. open.

  Thus, in the heating mode, as indicated by the black arrows in FIG. 1, the refrigerant is discharged from the compressor 11 → the indoor condenser 12 → the heating expansion valve 14a → the outdoor heat exchanger 16 → the second on-off valve 15b. A vapor compression refrigeration cycle that circulates in the order of the accumulator 19 and the suction port of the compressor 11 is configured.

  With this cycle configuration, the air conditioning control device 40 determines a target condensing pressure PCO in the indoor condenser 12 with reference to a control map stored in advance in the air conditioning control device 40 based on the target blowing temperature TAO. Then, a control signal output to the electric motor of the compressor 11 is determined so that the high pressure Pd approaches the target condensation pressure PCO. In this control map, the target condensing pressure PCO is determined to increase as the target blowing temperature TAO increases.

  In addition, the air conditioning control device 40 determines the heating target subcooling degree with reference to the control map stored in the air conditioning control device 40 in advance based on the high pressure Pd. And the control pulse output to the heating expansion valve 14a is determined so that the supercooling degree of the refrigerant flowing into the heating expansion valve 14a approaches the heating target supercooling degree. The heating target supercooling degree is a value set so that the COP of the ejector refrigeration cycle 10 becomes substantially the maximum value in the heating mode.

  Further, the air conditioning control device 40 is an electric actuator for driving the air mix door so that the air mix door 34 fully opens the ventilation path on the indoor condenser 12 side and fully closes the ventilation path on the cold air bypass passage 35 side. The control signal to be output is determined.

  Therefore, in the heating mode, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. In the heating mode, since the air mix door 34 fully opens the ventilation path on the indoor condenser 12 side, the high-pressure refrigerant flowing into the indoor condenser 12 dissipates heat to the blown air and condenses. Thereby, blowing air is heated.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 flows into the heating expansion valve 14a and is depressurized because the first on-off valve 15a is closed. The low-pressure refrigerant decompressed by the heating expansion valve 14 a flows into the outdoor heat exchanger 16. The low-pressure refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the outside air blown by the outside air fan 16a and evaporates.

  The refrigerant flowing out of the outdoor heat exchanger 16 flows into the accumulator 19 via the second on-off valve 15b because the cooling expansion valve 14b is fully closed and the second on-off valve 15b is open. Gas-liquid separation. The gas-phase refrigerant separated by the accumulator 19 is sucked into the compressor 11 and compressed again.

  As described above, in the heating mode, the blown air can be heated by the indoor condenser 12. And the heating of a vehicle interior is realizable by blowing the cooled ventilation air into a vehicle interior.

(C) Dehumidification heating mode In the dehumidification heating mode, the air conditioning control device 40 sets the heating expansion valve 14a to the throttle state, sets the cooling expansion valve 14b to the throttle state, closes the first on-off valve 15a, and closes the second on-off valve 15b. Is closed and the module opening / closing valve 27 is opened.

  Thereby, in the dehumidifying heating mode, as shown by the hatched arrows in FIG. 1, the discharge port of the compressor 11 → the indoor condenser 12 → the heating expansion valve 14a → the outdoor heat exchanger 16 → the cooling expansion valve 14b → Module inlet 21a of the ejector module 20 → Bypass passage 20e → Throttle side outlet 21d of the ejector module 20 → Suction side evaporator 17 → Ejector 25 → Outlet side evaporator 18 → Outlet side passage 20c of the ejector module 20 → Accumulator 19 → Compressor A vapor compression refrigeration cycle that circulates in the order of 11 inlets is configured.

  That is, in the dehumidifying heating mode, the indoor condenser 12, the outdoor heat exchanger 16, the suction side evaporator 17, and the outflow side evaporator 18 are switched to the refrigerant circuit connected in series in this order with respect to the refrigerant flow. .

  With this cycle configuration, the air conditioning control device 40 determines a control signal to be output to the electric motor of the compressor 11 as in the cooling mode.

  Further, the air conditioning control device 40 refers to a control map stored in advance in the air conditioning control device 40 based on the target blowout temperature TAO and the outside air temperature Tam, and outputs it to the heating expansion valve 14a and the cooling expansion valve 14b. The control pulse to be determined is determined.

  In this control map, as the target blowing temperature TAO increases and the outside air temperature Tam decreases, the heating expansion valve 14a of the heating expansion valve 14a is adjusted so that the blown air temperature TAV detected by the air conditioning air temperature sensor 46 approaches the target blowing temperature TAO. The control pulse is determined so as to reduce the throttle opening and increase the throttle opening of the cooling expansion valve 14b.

  Further, the air conditioning control device 40 is an electric actuator for driving the air mix door so that the air mix door 34 fully opens the ventilation path on the indoor condenser 12 side and fully closes the ventilation path on the cold air bypass passage 35 side. The control signal to be output is determined.

  Therefore, in the dehumidifying heating mode, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. In the dehumidifying and heating mode, since the air mix door 34 fully opens the ventilation path on the indoor condenser 12 side, the high-pressure refrigerant that has flowed into the indoor condenser 12 passes through the outflow side evaporator 18 and the suction side evaporator 17. Heat is dissipated by exchanging heat with the air. Thereby, blowing air is heated.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 flows into the heating expansion valve 14a and is depressurized because the first on-off valve 15a is closed. The refrigerant decompressed by the heating expansion valve 14 a flows into the outdoor heat exchanger 16.

  At this time, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is higher than the outside air temperature Tam, the outdoor heat exchanger 16 functions as a radiator that radiates the heat of the refrigerant to the outside air. On the other hand, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lower than the outside air temperature Tam, the outdoor heat exchanger 16 functions as an evaporator that absorbs and evaporates the heat of the outside air.

  Furthermore, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is higher than the outside air temperature Tam, the air conditioning control device 40 increases the target blow temperature TAO and decreases the outside air temperature Tam. By reducing the saturation temperature of the refrigerant, the amount of heat released from the refrigerant in the outdoor heat exchanger 16 can be reduced. Thereby, the thermal radiation amount of the refrigerant | coolant in the indoor condenser 12 can be increased, and the heating capability of blowing air can be improved.

  On the other hand, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lower than the outside air temperature Tam, the air conditioning control device 40 increases the target blow temperature TAO and decreases the outside air temperature Tam. By reducing the saturation temperature of the refrigerant, the heat absorption amount of the refrigerant in the outdoor heat exchanger 16 can be increased. Thereby, the thermal radiation amount of the refrigerant | coolant in the indoor condenser 12 can be increased, and the heating capability of blowing air can be improved.

  The refrigerant flowing out of the outdoor heat exchanger 16 flows into the cooling expansion valve 14b and is decompressed. The low-pressure refrigerant decompressed by the cooling expansion valve 14 b flows into the module inlet 21 a of the ejector module 20. Since the module on-off valve 27 is open, almost all the flow rate of the refrigerant flowing into the module inlet 21a flows out from the throttle side outlet 21d through the bypass passage 20e.

  The refrigerant that has flowed out of the throttle-side outlet 21d flows into the suction-side evaporator 17. The refrigerant that has flowed out of the suction side evaporator 17 flows into the refrigerant suction port 21 b of the ejector module 20. The refrigerant flowing into the refrigerant suction port 21b flows out from the ejector side outlet 21c via the suction side passage 20b and the diffuser portion 52 of the ejector module 20.

  The refrigerant that has flowed out of the ejector side outlet 21 c flows into the outflow side evaporator 18. The refrigerant that has flowed out of the outflow side evaporator 18 flows into the low pressure inlet 21e of the ejector module 20. The refrigerant that has flowed into the low-pressure inlet 21e flows out from the module outlet 21f via the outlet-side passage 20c of the ejector module 20.

  Therefore, the refrigerant that has flowed out of the cooling expansion valve 14 b flows in the order of the suction side evaporator 17 → the outflow side evaporator 18 through the ejector module 20. Then, when passing through the suction side evaporator 17 and the outflow side evaporator 18, it absorbs heat from the blown air and evaporates. Thereby, the blowing air before passing through the indoor condenser 12 is cooled and dehumidified.

  The refrigerant flowing out from the module outlet 21f flows into the accumulator 19 and is separated into gas and liquid. The gas-phase refrigerant separated by the accumulator 19 is sucked into the compressor 11 and compressed again.

  As described above, in the dehumidifying heating mode, the blown air can be cooled and dehumidified by the suction side evaporator 17 and the outflow side evaporator 18, and the dehumidified blown air can be reheated by the indoor condenser 12. And the dehumidification heating in a vehicle interior is realizable by blowing off the reheated ventilation air to a vehicle interior.

  Incidentally, in the ejector refrigeration cycle 10 in the dehumidifying and heating mode, the throttle opening of the heating expansion valve 14a is reduced and the expansion of the cooling expansion valve 14b is opened as the target blowing temperature TAO increases and the outside air temperature Tam decreases. Increasing the degree.

  That is, in the ejector-type refrigeration cycle 10 in the dehumidifying and heating mode, the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lowered as the required heating capacity of the blown air (that is, the heating capacity) increases. More specifically, when the outdoor heat exchanger 16 functions as an evaporator, the refrigerant evaporation temperature is lowered.

  Further, in the ejector refrigeration cycle 10 in the dehumidifying and heating mode, the outdoor heat exchanger 16, the suction side evaporator 17, and the outflow side evaporator 18 are switched to a refrigerant circuit connected in series in this order with respect to the refrigerant flow. It is done. For this reason, in the dehumidifying heating mode, the refrigerant evaporation temperature in the outdoor heat exchanger 16 cannot be lowered below the refrigerant evaporation temperature in the suction side evaporator 17 or the outflow side evaporator 18.

  Therefore, in the ejector refrigeration cycle 10, in order to maximize the heating capability of the blown air in the dehumidifying heating mode, the cooling expansion valve 14b is fully opened, and the refrigerant evaporation temperature in the outdoor heat exchanger 16 is set to the suction side evaporation. It is effective to approach the refrigerant evaporation temperature of the vessel 17 and the outflow side evaporator 18.

  On the other hand, in the ejector module 20 of the present embodiment, the module on / off valve 27 opens the bypass passage 20e in the dehumidifying heating mode, so that the refrigerant that has flowed out of the cooling expansion valve 14b is transferred to the nozzle portion 51 of the ejector 25 and the variable amount. The throttle mechanism 26 can be bypassed to flow into the suction side evaporator 17 and the outflow side evaporator 18.

  Therefore, the refrigerant flowing out of the outdoor heat exchanger 16 causes the refrigerant evaporation temperature in the outdoor heat exchanger 16 to flow out from the suction-side evaporator 17 or outflow due to pressure loss when flowing through the nozzle portion 51 and the variable throttle mechanism 26 of the ejector 25. It can suppress that it rises from the refrigerant | coolant evaporation temperature in the side evaporator 18. FIG. That is, the refrigerant evaporation temperature in the outdoor heat exchanger 16 can be effectively brought close to the refrigerant evaporation temperature in the suction side evaporator 17 and the outflow side evaporator 18.

  As a result, in the ejector refrigeration cycle 10 in the dehumidifying heating mode, the amount of heat absorbed by the refrigerant in the outdoor heat exchanger 16 is reduced by the pressure loss when the refrigerant flows through the nozzle portion 51 and the variable throttle mechanism 26 of the ejector 25. It is possible to suppress the deterioration of the temperature adjustment capability of the blown air (specifically, the heating capability of the blown air).

  That is, according to the ejector module 20 of the present embodiment, it is possible to sufficiently suppress the decrease in the temperature adjustment capability of the ejector refrigeration cycle 10 and to sufficiently obtain the COP improvement effect regardless of load fluctuations.

  Further, in the ejector module 20 of the present embodiment, since a plurality of cycle configuration mechanisms are modularized, the assembly performance can be improved when these cycle configuration devices are assembled as the ejector refrigeration cycle 10. In other words, the productivity of the ejector refrigeration cycle 10 can be improved.

  Further, in the ejector module 20 of the present embodiment, when viewed from the direction of the decompression side central axis CL2, the decompression side drive mechanism 62 and the central axis CL1 of the nozzle portion are arranged in an overlapping manner. According to this, the variable aperture mechanism 26 having the pressure reducing side drive mechanism 62 that tends to be relatively large in size and the ejector 25 can be disposed close to each other, and the size of the ejector module 20 as a whole can be suppressed.

  Further, in the ejector module 20 of the present embodiment, the minimum passage sectional area A1 of the bypass passage 20e is set to be equal to or larger than the maximum passage sectional area A2 of the variable throttle mechanism 26. According to this, the pressure loss which arises when a refrigerant | coolant distribute | circulates the bypass channel | path 20e can fully be reduced, and it can suppress effectively that the heating capability of blowing air falls to dehumidification heating mode. it can.

  Further, a gas-liquid separation space 20f is formed in the body portion 21 of the ejector module 20 of the present embodiment. In the cooling mode, mainly the gas-phase refrigerant separated in the gas-liquid separation space 20f is caused to flow into the nozzle portion 51 of the ejector 25. According to this, the energy conversion efficiency (namely, nozzle efficiency) in the nozzle part 51 can be improved, and the COP of a cycle can be improved further.

  Further, in the cooling mode, mainly the liquid-phase refrigerant separated in the gas-liquid separation space 20 f is caused to flow into the suction side evaporator 17 via the variable throttle mechanism 26. According to this, sufficient refrigerant can be supplied to the suction side evaporator 17 whose refrigerant evaporation temperature is lower than that of the outflow side evaporator 18, and the suction side evaporator 17 exhibits sufficient cooling capability of the blown air. Can be made.

  Further, the bypass passage 20e of the ejector module 20 of the present embodiment is formed so as to guide the refrigerant on the upstream side of the gas-liquid separation space 20f to the throttle side outlet 21d side. According to this, when the module opening / closing valve 27 opens the bypass passage 20e, it is also possible to suppress a decrease in the temperature adjustment capability of the blown air due to the effect of pressure loss generated in the gas-liquid separation space 20f. Can do.

(Second Embodiment)
This embodiment demonstrates the example which changed the structure of the ejector module 20 with respect to 1st Embodiment, as shown in FIG. FIG. 5 is a drawing corresponding to FIG. 2 described in the first embodiment. In FIG. 5, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals. The same applies to the following drawings.

  The bypass passage 20e of the ejector module 20 of the present embodiment is formed so as to communicate the downstream side of the gas-liquid separation space 20f and the throttle side outlet 21d. That is, the bypass passage 20e of the present embodiment is formed so as to connect a portion in the middle of the branch passage 20d and the outlet side of the throttle passage 20a. In other words, the bypass passage 20e of the present embodiment is formed so as to guide the refrigerant on the downstream side of the branch portion 24 to the throttle-side outlet 21d by bypassing the variable throttle mechanism 26.

  Furthermore, in the present embodiment, at least the passage cross-sectional area A3 upstream of the bypass passage 20e in the branch passage 20d is equal to or greater than the minimum passage cross-sectional area A1 of the bypass passage 20e. Is set to the value of For this reason, the pressure loss that occurs when the refrigerant flowing out of the gas-liquid separation space 20f flows through the upstream portion of the branch passage 20d and the bypass passage 20e causes the refrigerant flowing out of the gas-liquid separation space 20f to pass through the nozzle portion 51 of the ejector 25. It is extremely small compared to the pressure loss that occurs during distribution.

  Accordingly, when the module opening / closing valve 27 opens the bypass passage 20e, the refrigerant that has flowed into the gas-liquid separation space 20f hardly flows out of the refrigerant that has flowed into the gas-liquid separation space 20f to the nozzle portion 51 side. To the side.

  Other configurations and operations of the ejector module 20 and the ejector refrigeration cycle 10 are the same as those in the first embodiment. Therefore, also in the ejector refrigeration cycle 10 of the present embodiment, in the cooling mode, the COP improvement effect can be obtained regardless of the load fluctuation in the cooling mode, and in the dehumidifying heating mode, the temperature adjustment of the blown air is performed. It can suppress that capability (specifically heating capability of blowing air) falls.

  Furthermore, in the ejector module 20 of the present embodiment, the upstream portion of the bypass passage 20e is shared with the upstream portion of the branch passage 20d, so that the ejector module 20 can be reduced in size.

(Third embodiment)
In the present embodiment, an example in which the configuration of the ejector module 20 is changed as shown in FIG. 6 with respect to the first embodiment will be described. The ejector module 20 of the present embodiment includes a cooling expansion valve 14b in addition to the branching section 24, the ejector 25, the variable throttle mechanism 26, the bypass passage 20e, and the module opening / closing valve 27 among the components of the ejector refrigeration cycle 10. It is integrated.

  Further, the bypass passage 20e of the ejector module 20 of the present embodiment is formed so that the upstream side of the cooling expansion valve 14b communicates with the throttle-side outlet 21d. That is, the bypass passage 20e of the present embodiment guides the refrigerant upstream of the cooling expansion valve 14b to the throttle-side outlet 21d by bypassing the cooling expansion valve 14b, the branch portion 24, and the variable throttle mechanism 26. Is formed.

  Further, in the ejector refrigeration cycle 10 of the present embodiment, in the dehumidifying heating mode, the heating expansion valve 14a is in the throttle state, the cooling expansion valve 14b is fully closed, the first opening / closing valve 15a is closed, and the second opening / closing is performed. The valve 15b is closed and the module opening / closing valve 27 is opened. And the throttle opening degree of the expansion valve 14a for heating is adjusted similarly to 1st Embodiment so that the outdoor heat exchanger 16 may function as an evaporator.

  Other configurations and operations of the ejector module 20 and the ejector refrigeration cycle 10 are the same as those in the first embodiment. Therefore, also in the ejector refrigeration cycle 10 of the present embodiment, in the cooling mode, the COP improvement effect can be obtained regardless of the load fluctuation in the cooling mode, and in the dehumidifying heating mode, the temperature adjustment of the blown air is performed. It can suppress that capability (specifically heating capability of blowing air) falls.

  Furthermore, since the cooling expansion valve 14b is integrated in the ejector module 20 of the present embodiment, the productivity of the ejector refrigeration cycle 10 as a whole can be further improved.

  Further, the bypass passage 20e of the ejector module 20 of the present embodiment is formed so as to guide the refrigerant on the upstream side of the cooling expansion valve 14b to the throttle-side outlet 21d.

  According to this, in the dehumidifying heating mode, the cooling expansion valve 14b is fully closed, so that the total flow rate of the refrigerant flowing out of the outdoor heat exchanger 16 is increased in the order of the suction side evaporator 17 and the outflow side evaporator 18. It can flow. Accordingly, it is possible to suppress a decrease in the cooling capacity of the suction side evaporator 17 and the outflow side evaporator 18 in the dehumidifying heating mode.

(Fourth embodiment)
In the present embodiment, an example in which the module opening / closing valve 27 and the cooling expansion valve 14b are integrated as shown in FIG. 7 with respect to the third embodiment will be described.

  Specifically, in this embodiment, the valve body part 27a of the module on-off valve 27 and the valve body 141 of the cooling expansion valve 14b are displaced by a stepping motor 142 that is a common electric actuator. The valve element 141 of the cooling expansion valve 14b is directly connected to the stepping motor 142 to change the throttle opening of the cooling expansion valve 14b.

  The valve body 27a receives a load on the side of the module opening / closing valve 27 (that is, the bypass passage 20e) from the coil spring 27b. The stepping motor 142 further opens the valve body 141 of the cooling expansion valve 14b from the fully opened position. When displaced to the side, the valve body 27a of the module opening / closing valve 27 is displaced together with the valve body 141 to open the module opening / closing valve 27.

  Other configurations and operations of the ejector module 20 and the ejector refrigeration cycle 10 are the same as those in the first embodiment. Therefore, also in the ejector refrigeration cycle 10, the COP improvement effect can be obtained regardless of the load fluctuation in the cooling mode. In the dehumidifying heating mode, the temperature adjustment capability of the blown air (specifically, the heating capability of the blown air) ) Can be suppressed, and the same effect as in the first embodiment can be obtained.

  Furthermore, in the ejector module 20 of the present embodiment, the valve body portion 27a of the module opening / closing valve 27 and the valve body 141 of the cooling expansion valve 14b are displaced by a common stepping motor 142. Therefore, control for opening and closing the module opening / closing valve 27 and the cooling expansion valve 14b is facilitated.

  Further, in the ejector module 20 of the present embodiment, after the stepping motor 142 fully opens the throttle opening of the cooling expansion valve 14b, the opening of the module opening / closing valve 27 is gradually increased. For this reason, when the module on-off valve 27 is suddenly opened by an on-off valve or the like, the influence of the water hammer effect when the module on-off valve 27 is opened can be reduced, and the generation of noise and vibration can be suppressed. Can do.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  In each of the above-described embodiments, the example in which the ejector module 20 according to the present invention is applied to the ejector refrigeration cycle 10 mounted on a vehicle has been described. However, the application of the ejector module 20 is not limited thereto. For example, the present invention may be applied to an ejector-type refrigeration cycle used in a stationary air conditioner, a cold / hot storage, or the like.

  Moreover, each component apparatus which comprises the ejector-type refrigerating cycle 10 is not limited to what was disclosed by the above-mentioned embodiment.

  For example, in the above-described embodiment, an example in which an electric compressor is employed as the compressor 11 has been described. However, the compressor 11 is driven by a rotational driving force transmitted from a vehicle traveling engine via a pulley, a belt, or the like. An engine driven compressor may be employed. Furthermore, as an engine-driven compressor, the variable capacity compressor that can adjust the refrigerant discharge capacity by changing the discharge capacity, or the refrigerant discharge capacity can be adjusted by changing the operating rate of the compressor by intermittently connecting the electromagnetic clutch A fixed-capacity compressor can be employed.

  Moreover, although the example which employ | adopted the heating expansion valve 14a and the 1st on-off valve 15a was demonstrated in the above-mentioned embodiment, the refrigerant decompression effect is almost exhibited as the heating expansion valve 14a by fully opening the valve opening degree. It is also possible to adopt one having a fully open function that functions as a simple refrigerant passage without doing so. According to this, the 1st on-off valve 15a, the 1st, 2nd three-way coupling 13a, 13b can be abolished.

  Moreover, although the above-mentioned embodiment demonstrated the example which employ | adopted the fixed nozzle part with a constant refrigerant passage cross-sectional area as the nozzle part 51 of the ejector 25, the variable comprised so that change of the refrigerant path cross-sectional area was possible as the nozzle part 51. You may employ | adopt a nozzle part. As such a variable nozzle portion, a needle valve that is disposed inside the nozzle portion and adjusts the refrigerant passage area of the nozzle portion, and an electric drive portion that displaces the needle valve in the axial direction of the nozzle portion. Adopt it.

  Furthermore, it is desirable to employ a variable nozzle portion having a fully closed function for closing the refrigerant passage. When the module opening / closing valve 27 opens the bypass passage 20e, the variable nozzle portion is fully closed, so that the entire flow rate of the refrigerant flowing out of the outdoor heat exchanger 16 can easily flow into the bypass passage.

  In the above-described embodiment, the example in which the pressure reducing side driving mechanism 62 that displaces the throttle valve 61 by a mechanical mechanism is employed as the pressure reducing side driving unit has been described. However, an electric actuator (for example, a stepping motor, Solenoid) may be adopted.

  Moreover, although the above-mentioned embodiment demonstrated the example which employ | adopted R134a as a refrigerant | coolant, a refrigerant | coolant is not limited to this. For example, R1234yf, R600a, R410A, R404A, R32, R407C, etc. may be adopted. Or you may employ | adopt the mixed refrigerant | coolant etc. which mixed multiple types among these refrigerant | coolants. Furthermore, a supercritical refrigeration cycle in which carbon dioxide is employed as the refrigerant and the high-pressure side refrigerant pressure is equal to or higher than the critical pressure of the refrigerant may be configured.

10 Ejector refrigeration cycle 12 Indoor condenser (heat radiator)
14a Expansion valve for heating (High stage flow rate adjustment part)
14b Cooling expansion valve (low-stage flow rate adjustment unit)
16, 17, 18 Outdoor heat exchanger, suction side evaporator, outflow side evaporator 20 Ejector module 20e Bypass passage 25 Ejector 26 Variable throttle mechanism 27 Module open / close valve (open / close mechanism)

Claims (7)

A compressor (11) that compresses and discharges the refrigerant, a radiator (12) that dissipates heat from the refrigerant discharged from the compressor, and a high-stage flow rate adjustment unit (14a) that adjusts the flow rate of the refrigerant flowing out of the radiator ), An outdoor heat exchanger (16) for exchanging heat between the refrigerant flowing out from the high-stage side flow rate adjusting unit and the outside air, a suction side evaporator (17) for evaporating the refrigerant, and evaporating the refrigerant to An ejector module applied to an ejector-type refrigeration cycle (10) having an outflow side evaporator (18) for flowing out to an inlet side,
A nozzle part (51) for depressurizing and injecting some of the refrigerant flowing out of the outdoor heat exchanger;
A body part (21) formed with a refrigerant suction port (21b) for sucking the refrigerant from the outside by the suction action of the jetted refrigerant jetted from the nozzle part;
A pressure increasing unit (52) for increasing the pressure of the mixed refrigerant of the jet refrigerant and the suction refrigerant sucked from the refrigerant suction port;
A decompression section (20a) for decompressing another part of the refrigerant flowing out of the outdoor heat exchanger;
A pressure reducing side valve body portion (61) for changing a passage sectional area of the pressure reducing portion;
A pressure reducing side driving part (62) for displacing the pressure reducing side valve body part,
The throttle side outlet (21d) for allowing the refrigerant that has passed through the decompression section to flow is connected to the refrigerant inlet side of the suction side evaporator,
A refrigerant outlet side of the suction side evaporator is connected to the refrigerant suction port,
A refrigerant inlet side of the outflow evaporator is connected to an ejector side outlet (21c) for flowing out the refrigerant that has passed through the booster.
The body part is formed with a bypass passage (20e) for guiding the refrigerant flowing out of the outdoor heat exchanger to bypass the pressure reducing part and leading to the throttle side outlet,
An ejector module further comprising an opening / closing mechanism (27) for opening and closing the bypass passage. A central axis in a displacement direction in which the decompression side drive unit displaces the decompression side valve body is defined as a decompression side central axis (CL2),
2. The ejector module according to claim 1, wherein when viewed from the decompression side central axis (CL2) direction, the decompression side drive unit and the central axis (CL1) of the nozzle unit are arranged in an overlapping manner.   The minimum passage cross-sectional area (A1) of the bypass passage is greater than or equal to the maximum passage cross-sectional area (A2) of the pressure reducing portion when the pressure reducing side driving portion displaces the pressure reducing side valve body portion. Or the ejector module of 2. The body part (21) is formed with a module inlet (21a) that allows the refrigerant flowing out of the outdoor heat exchanger to flow in and communicates with the inlet side of the nozzle part and the inlet side of the pressure reducing part,
Furthermore, the said body part is formed with the gas-liquid separation part (20f) which separates the gas-liquid of the refrigerant | coolant which flowed in from the said module inlet, and flows out the separated liquid phase refrigerant | coolant to the said pressure reduction part side. The ejector module according to any one of 1 to 3.   The ejector module according to claim 4, wherein the bypass passage is formed so as to guide the refrigerant on the upstream side of the gas-liquid separation unit to the outlet on the throttle side. The body part (21) is formed with a module inlet (21a) that allows the refrigerant flowing out of the outdoor heat exchanger to flow in and communicates with the inlet side of the nozzle part and the inlet side of the pressure reducing part,
The ejector module according to any one of claims 1 to 5, further comprising a low-stage flow rate adjusting unit (14b) for adjusting a flow rate of the refrigerant flowing into the module inlet (21a).   The ejector module according to claim 6, wherein the bypass passage is formed so as to guide the refrigerant on the upstream side of the low-stage flow rate adjusting unit to the throttle-side outlet.

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