JP2021047000A - Connection module - Google Patents

Abstract

To provide a connection module to which a plurality of components in a refrigerating cycle are connected, which can correspond to structures of various refrigerating cycles.SOLUTION: A connection module 80 to which a plurality of components in a refrigerating cycle 10 are connected, has a body portion 81 where a refrigerant channel 82 configuring a part of a channel of a refrigerant in a refrigerating cycle is formed. The refrigerant channel 82 has a high-temperature side channel 82a and a low-temperature side channel 82b. The high-temperature side channel 82a is provided with a first connection port 83a capable of connecting a water refrigerant heat exchanger 12 as a high-temperature side component in which a high-pressure refrigerant in the refrigerating cycle circulates, among the plurality of components. The low-temperature side channel is provided with a sixth connection port 83f and a seventh connection port 83g capable of connecting a chiller 24 as a low-temperature side component in which a refrigerant of a lower temperature than the high-pressure refrigerant circulates, among the plurality of components.SELECTED DRAWING: Figure 6

Description

The present disclosure relates to a connection module to which a plurality of components in a refrigeration cycle are connected.

Conventionally, in the refrigeration cycle, constituent devices such as a compressor, a condenser, a decompression unit, and an evaporator have been used, and these are connected by a refrigerant pipe. The technique described in Patent Document 1 is known as a technique for connecting a plurality of constituent devices in a refrigeration cycle. In Patent Document 1, an expansion valve as a pressure reducing unit and a heat exchanger functioning as an evaporator are integrated and integrated.

Chinese Patent Application Publication No. 1067115333

However, in the case of the technique described in Patent Document 1, since the expansion valve and the heat exchanger are integrated, the arrangement of the constituent equipment and the connecting pipes in the refrigeration cycle is limited, and the product becomes a dedicated product. It is possible that the various configurations of the refrigeration cycle cannot be accommodated. Therefore, when the technique of Patent Document 1 is applied, it is considered that the structure of the refrigeration cycle is not versatile.

Further, in the case of the technique described in Patent Document 1, the refrigerant pipe connecting the expansion valve and the heat exchanger can be omitted, but other refrigerant pipes must be connected separately. Therefore, it is considered that the space saving for the entire refrigeration cycle cannot be sufficiently coped with.

The present disclosure has been made in view of these points, and an object of the present invention is to provide a connection module capable of supporting various refrigeration cycle configurations with respect to a connection module to which a plurality of constituent devices in a refrigeration cycle are connected.

In order to achieve the above object, the connection module according to one aspect of the present disclosure is a connection module (80) to which a plurality of constituent devices in the refrigeration cycle (10) are connected, and a refrigerant flow path (82) is formed. It has a main body (81). The refrigerant flow path constitutes a part of the refrigerant flow path in the refrigeration cycle.

The refrigerant flow path has a high temperature side flow path (82a) and a low temperature side flow path (82b). Among the plurality of constituent devices, the high temperature side flow path is formed with a connection port (83a) to which the high temperature side constituent device (12) through which the high-pressure refrigerant of the refrigeration cycle flows can be connected. The low-temperature side flow path is formed with connection ports (83f, 83 g) to which the low-temperature side component (24) through which a refrigerant having a temperature lower than that of the high-pressure refrigerant flows among the plurality of component devices can be connected.

According to this, the configuration of the high temperature side in the refrigeration cycle can be changed by using the connection port of the high temperature side flow path. Further, by using the connection port of the low temperature side flow path, the configuration of the low temperature side in the refrigeration cycle can be changed. That is, by using the connection module, it is possible to correspond to various configurations of the refrigeration cycle.

Further, inside the main body of the connection module, it is possible to form a flow of the refrigerant to the high temperature side component through the high temperature side flow path and a flow of the refrigerant to the low temperature side component through the low temperature side flow path. As a result, many parts of the refrigerant flow in the entire refrigeration cycle can be integrated inside the connection module, which can contribute to space saving for the refrigeration cycle.

The reference numerals in parentheses of each means described in this column and in the claims indicate the correspondence with the specific means described in the embodiments described later.

It is a front view of the connection module which concerns on 1st Embodiment. It is a top view of the connection module which concerns on 1st Embodiment. It is an overall block diagram of the air conditioner for vehicles using the connection module which concerns on 1st Embodiment. It is a block diagram of the integrated valve in the vehicle air conditioner which concerns on 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner which concerns on 1st Embodiment. It is explanatory drawing which shows the internal structure of the connection module which concerns on 1st Embodiment. It is an enlarged view of the bent part in the refrigerant flow path of the connection module which concerns on 1st Embodiment. It is explanatory drawing which shows the internal structure of the connection module which concerns on 3rd Embodiment. FIG. 5 is an explanatory diagram showing an internal configuration of a connection module to which a specific refrigerant flow path is added in the third embodiment. It is explanatory drawing which shows the internal structure of the connection module which concerns on 4th Embodiment. It is an enlarged view which shows the modification of the suppression part in a connection module.

(First Embodiment)
An embodiment for carrying out the present disclosure will be described with reference to FIGS. 1 to 7. The connection module 80 of the first embodiment is applied to the refrigeration cycle 10 constituting the vehicle air conditioner 1. As shown in FIGS. 1 and 2, the connection module 80 has a main body portion 81 formed in a rectangular parallelepiped shape. Inside the main body 81, a refrigerant flow path 82 through which the refrigerant circulating in the refrigeration cycle 10 flows is formed. The configuration of the refrigerant flow path 82 will be described later.

In the following description, when the front-back, left-right, up-down directions are used, the other direction is defined with the surface on which the water-refrigerant heat exchanger 12 is arranged as the front surface with respect to the rectangular parallelepiped main body 81. .. The same definition is used for the arrows shown in each figure as appropriate.

A plurality of connection ports (that is, first connection ports 83a to 11th connection ports 83k, which will be described later) are formed in the main body 81 of the connection module 80, and the constituent devices of the refrigeration cycle 10 (for example, which will be described later). Water-refrigerant heat exchanger 12, chiller 24, etc.) can be connected. As a result, the refrigerant flow path 82 of the connection module 80 constitutes a part of the flow path through which the refrigerant circulates in the refrigeration cycle 10.

Further, an expansion valve or an on-off valve, which are fluid control devices, can be attached to the main body 81 of the connection module 80. As a result, the expansion valve and the on-off valve can be arranged on the refrigerant flow path 82, and the refrigerant circuit of the refrigeration cycle 10 can be changed.

First, the vehicle air conditioner 1 to which the connection module 80 according to the first embodiment is applied will be described. The vehicle air conditioner 1 is mounted on a hybrid vehicle that obtains a driving force for vehicle traveling from an internal combustion engine (that is, an engine) and an electric motor for traveling. The vehicle air conditioner 1 of the first embodiment is a vehicle air conditioner having a cooling function that air-conditions the interior of the vehicle, which is the space to be air-conditioned, and cools the battery 48, which is the object to be cooled, in the hybrid vehicle.

The battery 48 is a secondary battery that stores electric power supplied to an in-vehicle device such as an electric motor. The battery 48 is an assembled battery formed by electrically connecting a plurality of battery cells in series or in parallel.

The battery cell is a rechargeable secondary battery. In the first embodiment, a lithium ion battery is used as the battery cell. Each battery cell is formed in a flat rectangular parallelepiped shape. Each battery cell is laminated and integrated so that the flat surfaces face each other. Therefore, the battery 48 as a whole is formed in a substantially rectangular parallelepiped shape.

The output of this type of battery 48 tends to decrease at low temperatures, and deterioration tends to progress at high temperatures. Therefore, the temperature of the battery 48 is maintained within an appropriate temperature range in which the battery 48 can exhibit sufficient charge / discharge performance (15 ° C. or higher and 55 ° C. or lower in the first embodiment). There is a need.

Further, in the battery 48 formed by electrically connecting a plurality of battery cells, if the performance of any of the battery cells deteriorates, the performance of the assembled battery as a whole deteriorates. Therefore, when cooling the battery 48, it is desirable to cool all the battery cells evenly.

The vehicle air conditioner 1 of the first embodiment has a refrigeration cycle 10, a high temperature side heat medium circuit 40, a low temperature side heat medium circuit 45, an indoor air conditioner unit 50, and a rear seat side air conditioner, as shown in the overall configuration diagram of FIG. It is equipped with a unit 55 and the like. The vehicle air conditioner 1 corresponds to a dual air conditioner because it has an indoor air conditioner unit 50 that air-conditions the entire passenger compartment and a rear seat side air conditioner unit 55 that mainly air-conditions the rear seat side of the passenger compartment. ..

First, the refrigeration cycle 10 will be described. The refrigeration cycle 10 cools or heats the blown air blown into the vehicle interior in order to air-condition the interior of the vehicle, which is the space subject to air conditioning, in the vehicle air conditioner 1. Therefore, the temperature control target fluid of the refrigeration cycle 10 is blown air. Further, the refrigerating cycle 10 is configured to be able to switch between a cooling mode refrigerant circuit, a series dehumidifying and heating mode refrigerant circuit, a parallel dehumidifying and heating mode refrigerant circuit, and a heating mode refrigerant circuit for air conditioning in the vehicle interior.

In the vehicle air conditioner 1, the cooling mode is an operation mode in which the interior of the vehicle is cooled by cooling the blown air and blowing it into the interior of the vehicle. The series dehumidifying and heating mode is an operation mode in which dehumidifying and heating the interior of the vehicle is performed by reheating the cooled and dehumidified blown air and blowing it out into the vehicle interior. The parallel dehumidifying and heating mode is an operation mode in which the dehumidified and heated air inside the vehicle is dehumidified and heated by reheating the cooled and dehumidified blown air with a higher heating capacity than the series dehumidifying and heating mode and blowing it into the vehicle interior. The heating mode is an operation mode in which the interior of the vehicle is heated by heating the blown air and blowing it into the interior of the vehicle.

Further, in the refrigeration cycle 10, an HFO-based refrigerant (specifically, R1234yf) is used as the refrigerant. The refrigeration cycle 10 constitutes a vapor compression type subcritical refrigeration cycle in which the pressure of the high-pressure refrigerant discharged from the compressor 11 does not exceed the critical pressure of the refrigerant. Refrigerant oil for lubricating the compressor 11 is mixed in the refrigerant. As the refrigerating machine oil, PAG oil (polyalkylene glycol oil) having compatibility with the liquid phase refrigerant is adopted. A part of the refrigerating machine oil circulates in the refrigerating cycle 10 together with the refrigerant.

Among the constituent devices of the refrigeration cycle 10, the compressor 11 sucks in the refrigerant in the refrigeration cycle 10, compresses it, and discharges it. The compressor 11 is arranged in a drive device room in which an internal combustion engine, a traveling electric motor, and the like are housed. The drive unit is located on the front side of the passenger compartment.

The compressor 11 is configured by accommodating two compression mechanisms, a low-stage side compression mechanism and a high-stage side compression mechanism, and an electric motor that rotationally drives both compression mechanisms inside a housing forming the outer shell thereof. Has been done. That is, the compressor 11 is a two-stage step-up electric compressor. The number of revolutions (that is, the refrigerant discharge capacity) of the compressor 11 is controlled by a control signal output from the air conditioning control device 60 described later.

The housing of the compressor 11 is provided with a suction port 11a, an intermediate pressure port 11b, and a discharge port 11c. The suction port 11a is a suction port for sucking the low-pressure refrigerant from the outside of the housing to the low-stage compression mechanism. The discharge port 11c is a discharge port that discharges the high-pressure refrigerant discharged from the high-stage compression mechanism to the outside of the housing.

The intermediate pressure port 11b is an intermediate pressure suction port for allowing the intermediate pressure refrigerant to flow from the outside to the inside of the housing and join the refrigerant in the compression process from low pressure to high pressure. The intermediate pressure port 11b is connected to the discharge port side of the low-stage compression mechanism and the suction port side of the high-stage compression mechanism inside the housing.

The discharge port 11c of the compressor 11 is connected to the inlet side of the refrigerant passage of the water-refrigerant heat exchanger 12 via a refrigerant pipe. The water-refrigerant heat exchanger 12 has a refrigerant passage for circulating the high-pressure refrigerant discharged from the compressor 11 and a water passage for circulating the high-temperature side heat medium circulating in the high-temperature side heat medium circuit 40.

The water refrigerant heat exchanger 12 is a heat exchanger for heating that heats the high temperature side heat medium by exchanging heat between the high pressure refrigerant flowing through the refrigerant passage and the high temperature side heat medium flowing through the water passage. , This is an example of high temperature side component equipment. The details of the high temperature side heat medium circuit 40 will be described later.

The first connection port 83a of the connection module 80 is connected to the refrigerant outlet of the water-refrigerant heat exchanger 12. Therefore, the high-pressure refrigerant flowing out from the refrigerant outlet of the water-refrigerant heat exchanger 12 flows into the refrigerant flow path 82 inside the connection module 80 from the first connection port 83a. A first flow path connection portion 13a is arranged in the refrigerant flow path 82 extending from the first connection port 83a.

As shown in FIG. 3, the first flow path connecting portion 13a has three inflow ports communicating with each other. The first connection port 83a is connected to the inflow port side of the first flow path connection portion 13a via the refrigerant flow path 82. The inlet side of the heating expansion valve 14a is connected to one outlet side of the first flow path connection portion 13a via the refrigerant flow path 82. A bypass flow path 16a, which is a refrigerant flow path 82, is connected to the other outlet side of the first flow path connection portion 13a. That is, the first flow path connecting portion 13a is configured as a branching portion that branches the flow of the refrigerant.

The heating expansion valve 14a is a pressure reducing unit that reduces the pressure of the high-pressure refrigerant flowing out of the water refrigerant heat exchanger 12 and adjusts the flow rate of the refrigerant flowing out to the downstream side in the heating mode or the like. The heating expansion valve 14a is an electric variable throttle mechanism having a valve body configured so that the throttle opening degree can be changed and an electric actuator that displaces the valve body.

The second connection port 83b of the connection module 80 is connected to the outlet of the heating expansion valve 14a via the refrigerant flow path 82. The heating expansion valve 14a is attached to the first attachment portion 84a formed in the main body portion 81 of the connection module 80, so that between one outlet of the first flow path connection portion 13a and the second connection port 83b. Placed in. This point will be described later. The operation of the heating expansion valve 14a is controlled by a control signal (control pulse) output from the air conditioning control device 60.

Further, the heating expansion valve 14a has a fully open function and a fully closed function. According to the fully open function, by fully opening the valve opening, it is possible to function as a mere refrigerant passage with almost no effect of adjusting the flow rate and reducing the pressure of the refrigerant. Then, according to the fully closed function, the refrigerant passage can be closed by fully closing the valve opening degree. The fully open function and the fully closed function allow the heating expansion valve 14a to switch the refrigerant circuit in each operation mode. Therefore, the heating expansion valve 14a also has a function as a refrigerant circuit switching unit.

As shown in FIG. 3 and the like, the bypass flow path 16a is formed inside the connection module 80, and the other outlet of the first flow path connection portion 13a and one flow of the second flow path connection portion 13b. It is a refrigerant flow path 82 that connects to the inlet.

A first on-off valve 18a is arranged in the bypass flow path 16a. The first on-off valve 18a is a solenoid valve that opens and closes the bypass flow path 16a, and is an example of a high-temperature side component device. The first on-off valve 18a is arranged in the bypass flow path 16a by being attached to the fourth attachment portion 84d formed in the main body portion 81. The operation of the first on-off valve 18a is controlled by the control voltage output from the air conditioning control device 60.

The inflow port 31 of the heating integrated valve 30a is connected to the second connection port 83b of the connection module 80 via a refrigerant pipe. The heating integrated valve 30a is an integrated valve 30 that integrally constitutes a part of the constituent equipment necessary for the refrigeration cycle 10 to function as a gas injection cycle in the heating mode of the vehicle air conditioner 1. Further, the heating integrated valve 30a functions as a refrigerant circuit switching unit for switching the refrigerant circuit of the refrigerant circulating in the cycle, and is an example of the low temperature side component device.

Here, the configuration of the integrated heating valve 30a will be described with reference to FIG. The vehicle air conditioner 1 of the first embodiment has an integrated cooling valve 30b basically configured in the same manner. In the following description, the integrated valve 30a for heating and the integrated valve 30b for cooling will be collectively referred to as the integrated valve 30, and the configuration of the integrated valve 30 will be specifically described.

As shown in FIG. 4, the integrated valve 30 has an inflow port 31 into which the refrigerant flows in, a first outflow port 32 in which the gas phase refrigerant flows out, and a second outflow port 33 in which the liquid phase refrigerant flows out. There is. The inlet side of the gas-liquid separator 34 is connected to the inflow port 31 of the integrated valve 30.

The gas-liquid separator 34 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed in from the inflow port 31. In the first embodiment, as the gas-liquid separator 34, a centrifugal separation method (so-called cyclone) in which the gas-liquid of the refrigerant is separated by the action of centrifugal force generated by swirling the refrigerant flowing into the internal space of the cylindrical main body portion. Separator method) is adopted.

Further, in the first embodiment, as the gas-liquid separator 34, a gas-liquid separator 34 having a relatively small internal volume is adopted. More specifically, the internal volume of the gas-liquid separator 34 is such that even if the load fluctuates in the cycle and the flow rate of the refrigerant circulating in the cycle fluctuates, the surplus refrigerant cannot be substantially stored. It has become. Therefore, the gas-liquid separator 34 does not function as a liquid storage unit that stores the separated liquid-phase refrigerant as a surplus refrigerant in the cycle.

The gas-phase refrigerant outlet of the gas-liquid separator 34 is connected to the first outlet 32 of the integrated valve 30 via the gas-phase side on-off valve 35. The gas-phase side on-off valve 35 is an on-off valve that opens and closes a refrigerant passage that guides the gas-phase refrigerant flowing out of the gas-liquid separator 34 to the first outlet 32.

An intermediate pressure port 11b of the compressor 11 is connected to the first outlet 32 via a refrigerant pipe and a first three-way joint 15a. Therefore, the gas phase refrigerant flowing out from the first outlet 32 is guided to the intermediate pressure port 11b of the compressor 11.

The inlet side of the fixed throttle 36 is connected to the liquid-phase refrigerant outlet of the gas-liquid separator 34. The fixed throttle 36 reduces the pressure of the liquid phase refrigerant flowing out of the gas-liquid separator 34 until it becomes a low-pressure refrigerant. As the fixed diaphragm 36, a nozzle, an orifice, a capillary tube, or the like having a fixed diaphragm opening degree can be adopted. The second outlet 33 of the integrated valve 30 is connected to the outlet side of the fixed throttle 36.

Further, a bypass flow path 37 is connected to the liquid phase refrigerant outlet of the gas-liquid separator 34. The bypass passage 37 is a refrigerant passage that guides the liquid-phase refrigerant flowing out of the gas-liquid separator 34 to the second outlet 33 of the integrated valve 30 by bypassing the fixed throttle 36. A bypass flow path side on-off valve 38 is arranged in the bypass flow path 37. The bypass flow path side on-off valve 38 is an on-off valve that opens and closes the bypass flow path 37.

Here, the pressure loss that occurs when the refrigerant passes through the bypass flow path side on-off valve 38 is extremely small with respect to the pressure loss that occurs when the refrigerant passes through the fixed throttle 36. Therefore, when the detour flow path side on-off valve 38 is opened, most of the liquid phase refrigerant flowing out of the gas-liquid separator 34 does not pass through the fixed throttle 36 but passes through the detour flow path 37 to the second flow. Guided to exit 33.

As described above, one inflow port of the first three-way joint 15a is connected to the first outflow port 32 of the integrated heating valve 30a via a refrigerant pipe. The first three-way joint 15a has a three-way joint structure having three inflow ports. In the first three-way joint 15a, two of the three inflow ports are used as refrigerant inlets, and the remaining one is used as a refrigerant outlet.

As the first three-way joint 15a, one formed by joining a plurality of pipes or one formed by providing a plurality of refrigerant passages in a metal block or a resin block can be adopted.

The first outlet 32 of the cooling integrated valve 30b, which will be described later, is connected to the other inlet of the first three-way joint 15a. An intermediate pressure port 11b of the compressor 11 is connected to the outlet of the first three-way joint 15a via a refrigerant pipe.

As shown in FIG. 3, the refrigerant inlet side of the outdoor heat exchanger 17 is connected to the second outlet 33 of the heating integrated valve 30a via a refrigerant pipe. The outdoor heat exchanger 17 is a heat exchanger that exchanges heat between the refrigerant flowing out from the heating expansion valve 14a and the outside air blown from the outside air fan 17a. The outdoor heat exchanger 17 is arranged on the front side in the drive device room. Therefore, when the vehicle is running, the running wind can be applied to the outdoor heat exchanger 17.

The outdoor heat exchanger 17 functions as a radiator that dissipates heat from the high-pressure refrigerant in the cooling mode or the like. In this case, the outdoor heat exchanger 17 corresponds to the high temperature side component device. Further, in the heating mode or the like, the outdoor heat exchanger 17 functions as an evaporator that evaporates the low-pressure refrigerant decompressed by the heating expansion valve 14a. In this case, the outdoor heat exchanger 17 is a low-temperature side component and corresponds to an example of a main evaporator. The outside air fan 17a is an electric blower whose rotation speed (that is, blowing capacity) is controlled by a control voltage output from the air conditioning control device 60.

The inlet side of the second three-way joint 15b is connected to the refrigerant outlet of the outdoor heat exchanger 17 via a refrigerant pipe. The second three-way joint 15b is configured in the same manner as the first three-way joint 15a, and has three inflow ports. The inlet side of the first check valve 19a is connected to one outlet of the second three-way joint 15b via a refrigerant pipe. A heating flow path 16b composed of a refrigerant pipe is connected to the other outlet of the second three-way joint 15b.

The outlet side of the first check valve 19a is connected to the third connection port 83c of the connection module 80 via a refrigerant pipe. The first check valve 19a prevents the refrigerant from flowing from the second three-way joint 15b side (that is, the refrigerant outlet side of the outdoor heat exchanger 17) to the third connection port 83c side (that is, the internal side of the connection module 80). Allows and prohibits the flow of refrigerant from the third connection port 83c side to the second three-way joint 15b side. The first check valve 19a corresponds to the low temperature side component device.

The heating flow path 16b is a refrigerant passage that connects one outlet of the second three-way joint 15b and the tenth connection port 83j of the connection module 80. The heating flow path 16b is composed of a refrigerant pipe. A second on-off valve 18b is arranged in the heating flow path 16b. The second on-off valve 18b is a solenoid valve that opens and closes the heating flow path 16b. The second on-off valve 18b corresponds to the low temperature side component device. The operation of the second on-off valve 18b is controlled by the control voltage output from the air conditioning control device 60.

Inside the connection module 80, a second flow path connection portion 13b is arranged in the refrigerant flow path 82 extending from the third connection port 83c. The second flow path connecting portion 13b has three inflow ports that communicate with each other. As described above, the bypass flow path 16a is connected to one inflow port of the second flow path connection portion 13b. A third connection port 83c is connected to the other inflow port of the second flow path connection portion 13b via the refrigerant flow path 82. The inflow port side of the third flow path connecting portion 13c is connected to the outflow port side of the second flow path connecting portion 13b via the refrigerant flow path 82.

The third flow path connection portion 13c is configured as a branch portion having three outlets for one inlet inside the connection module 80. The inlet side of the first cooling expansion valve 14b is connected to one outlet of the third flow path connecting portion 13c via the refrigerant flow path 82. The inlet side of the third on-off valve 18c is connected to the other outlet of the third flow path connecting portion 13c via the refrigerant flow path 82. Further, the inlet side of the cooling expansion valve 14d is connected to another outlet of the third flow path connecting portion 13c via the refrigerant flow path 82.

The first cooling expansion valve 14b is a pressure reducing unit that reduces the pressure of the refrigerant flowing out from the third flow path connecting portion 13c and adjusts the flow rate of the refrigerant flowing out to the downstream side in the cooling mode or the like. The first cooling expansion valve 14b is an electric variable throttle mechanism configured in the same manner as the heating expansion valve 14a. Therefore, the operation of the first cooling expansion valve 14b is controlled by the control signal (control pulse) output from the air conditioning control device 60.

Further, since the first cooling expansion valve 14b has a fully open function and a fully closed function, the refrigerant circuit of each operation mode can be switched. Therefore, the first cooling expansion valve 14b also has a function as a refrigerant circuit switching unit.

The fourth connection port 83d of the connection module 80 is connected to the outlet of the first cooling expansion valve 14b via the refrigerant flow path 82. The first cooling expansion valve 14b is attached to the second mounting portion 84b formed in the main body portion 81 of the connection module 80, so that one outlet of the third flow path connecting portion 13c and the fourth connecting port 83d Placed between.

Next, the third on-off valve 18c is a solenoid valve that opens and closes the refrigerant flow path 82 extending from the other outlet of the third flow path connecting portion 13c. The third on-off valve 18c is an example of a high temperature side component device. The outlet side of the third on-off valve 18c is connected to the fifth connection port 83e of the connection module 80 via the refrigerant flow path 82.

The third on-off valve 18c is attached to the fifth mounting portion 84e formed on the main body portion 81, so that the third on-off valve 18c is arranged between the other outlet of the third flow path connecting portion 13c and the fifth connecting port 83e. .. The operation of the third on-off valve 18c is controlled by the control voltage output from the air conditioning control device 60.

The cooling expansion valve 14d is a pressure reducing unit that reduces the pressure of the refrigerant flowing out from the third flow path connecting portion 13c and adjusts the flow rate of the refrigerant flowing out to the downstream side when the battery 48, which will be described later, is cooled. .. The cooling expansion valve 14d is an electric variable throttle mechanism configured in the same manner as the heating expansion valve 14a and the first cooling expansion valve 14b. Therefore, the operation of the cooling expansion valve 14d is controlled by the control signal (control pulse) output from the air conditioning control device 60.

Further, since the cooling expansion valve 14d has a fully open function and a fully closed function, the refrigerant circuit in each operation mode can be switched. Therefore, the cooling expansion valve 14d also has a function as a refrigerant circuit switching unit.

The sixth connection port 83f of the connection module 80 is connected to the outlet of the cooling expansion valve 14d via the refrigerant flow path 82. The cooling expansion valve 14d is attached to the third attachment portion 84c formed in the main body portion 81 of the connection module 80, so that it is between another outlet of the third flow path connection portion 13c and the sixth connection port 83f. Is placed in.

As shown in FIG. 3, the inflow port 31 of the cooling integrated valve 30b is connected to the fourth connection port 83d of the connection module 80 via a refrigerant pipe. The cooling integrated valve 30b is configured in the same manner as the heating expansion valve 14a described above. The cooling integrated valve 30b is an example of a low temperature side component device.

As described with reference to FIG. 4, the cooling integrated valve 30b includes an inflow port 31, a first outflow port 32, a second outflow port 33, a gas-liquid separator 34, a gas phase side on-off valve 35, and a fixed throttle 36. , A bypass flow path 37, and a bypass flow path side on-off valve 38. The detailed configuration of the cooling integrated valve 30b will not be described again.

One inflow port of the first three-way joint 15a is connected to the first outflow port 32 of the cooling integrated valve 30b via a refrigerant pipe and a second check valve 19b. The second check valve 19b allows the refrigerant to flow from the first outlet 32 side of the cooling integrated valve 30b to the first three-way joint 15a, and the refrigerant flows from the first three-way joint 15a side to the cooling integrated valve 30b. Prohibit flow. Therefore, the gas phase refrigerant flowing out from the first outlet 32 of the cooling integrated valve 30b is guided to the intermediate pressure port 11b of the compressor 11 via the first three-way joint 15a.

On the other hand, the refrigerant inlet side of the indoor evaporator 20 is connected to the second outlet 33 of the cooling integrated valve 30b via a refrigerant pipe. The indoor evaporator 20 is arranged in the air conditioning casing 51 of the indoor air conditioning unit 50, which will be described later.

The indoor evaporator 20 exchanges heat between the low-pressure refrigerant decompressed by the first cooling expansion valve 14b and the blown air blown from the indoor blower 52, and evaporates the low-pressure refrigerant to exert a heat absorbing action. Cool the air. The indoor evaporator 20 is a cooling heat exchanger, and is a main evaporator for cooling the entire vehicle interior. Further, the indoor evaporator 20 is an example of a low temperature side component device.

The inlet side of the evaporation pressure adjusting valve 21 is connected to the refrigerant outlet of the indoor evaporator 20 via a refrigerant pipe. The evaporation pressure adjusting valve 21 functions to maintain the refrigerant pressure on the upstream side thereof at a predetermined reference pressure or higher. In other words, the evaporation pressure adjusting valve 21 functions to maintain the refrigerant evaporation pressure in the indoor evaporator 20 at a reference pressure or higher. The evaporation pressure regulating valve 21 is an example of a low temperature side component.

The evaporation pressure adjusting valve 21 is composed of a mechanical variable throttle mechanism that increases the valve opening degree as the pressure of the refrigerant on the outlet side of the indoor evaporator 20 increases. Further, the evaporation pressure adjusting valve 21 of the first embodiment sets the refrigerant evaporation temperature in the indoor evaporator 20 to a frost formation suppression temperature (1 ° C. in the first embodiment) capable of suppressing frost formation in the indoor evaporator 20. Maintained in.

The outlet of the evaporation pressure adjusting valve 21 is connected to the ninth connection port 83i of the connection module 80 via a refrigerant pipe. Therefore, the refrigerant flowing out from the evaporation pressure adjusting valve 21 joins the other refrigerant flow path 82 inside the connection module 80.

As shown in FIG. 3, the inflow port side of the second cooling expansion valve 14c is connected to the fifth connection port 83e of the connection module 80 via a refrigerant pipe. The second cooling expansion valve 14c is a pressure reducing unit that reduces the pressure of the refrigerant flowing out from the fifth connection port 83e of the connection module 80 until it becomes a low pressure refrigerant. The refrigerant inlet of the rear seat side evaporator 23 of the rear seat side air conditioning unit 55 is connected to the outlet side of the second cooling expansion valve 14c via a refrigerant pipe.

In the first embodiment, as the second cooling expansion valve 14c, a temperature type expansion valve configured by a mechanical mechanism is adopted. More specifically, the second cooling expansion valve 14c has a temperature sensitive portion having a deforming member (specifically, a diaphragm) that deforms according to the temperature and pressure of the outlet side refrigerant of the rear seat side evaporator 23. It has a valve body portion that is displaced according to the deformation of the deforming member to change the throttle opening degree.

As a result, in the expansion valve 14c for the second cooling, the throttle is opened so that the superheat degree of the refrigerant on the outlet side of the rear seat side evaporator 23 approaches a predetermined standard superheat degree (5 ° C. in the first embodiment). Change the degree. Here, the mechanical mechanism means a mechanism that operates by a load due to fluid pressure, a load due to an elastic member, or the like without requiring the supply of electric power.

The rear seat side evaporator 23 evaporates the low pressure refrigerant by heat exchange between the low pressure refrigerant decompressed by the second cooling expansion valve 14c and the blown air supplied from the rear seat side air conditioning unit 55 to the rear seats of the passenger compartment. It is an evaporator that cools the blown air by letting it exert a heat absorbing action. That is, the rear seat side evaporator 23 is used for the air conditioning operation in which the rear seat side of the vehicle interior is set as the air conditioning target space.

The rear seat side evaporator 23 is a sub-evaporator through which the low pressure refrigerant flows when the low pressure refrigerant flows through the indoor evaporator 20. The flow rate of the refrigerant passing through the rear seat side evaporator 23 is configured to be smaller than the flow rate of the refrigerant passing through the indoor evaporator 20. The rear seat side evaporator 23 is an example of a low temperature side component device.

The eighth connection port 83h of the connection module 80 is connected to the refrigerant outlet side of the rear seat side evaporator 23 via a refrigerant pipe. Therefore, the refrigerant flowing out from the refrigerant outlet of the rear seat side evaporator 23 joins the other refrigerant flow path 82 inside the connection module 80.

The refrigerant inlet side of the chiller 24 is connected to the sixth connection port 83f of the connection module 80. The chiller 24 has a refrigerant passage for circulating the low-pressure refrigerant decompressed by the cooling expansion valve 14d, and a water passage for circulating the low-temperature side heat medium circulating in the low-temperature side heat medium circuit 45. The details of the low temperature side heat medium circuit 45 will be described later.

The chiller 24 cools the low-temperature side heat medium by exchanging heat between the low-pressure refrigerant flowing through the refrigerant passage and the low-temperature side heat medium flowing through the water passage to evaporate the low-pressure refrigerant and exert an endothermic action. .. The chiller 24 is an evaporator that evaporates the low-pressure refrigerant by exchanging heat with the low-temperature side heat medium. Therefore, the chiller 24 corresponds to the low temperature side component device.

The refrigerant flow rate passing through the chiller 24 is smaller than the refrigerant flow rate passing through the outdoor heat exchanger 17 and the refrigerant flow rate passing through the indoor evaporator 20 in the heating mode described later. A seventh connection port 83g of the connection module 80 is connected to the outlet of the refrigerant passage of the chiller 24.

Inside the connection module 80, the eighth connection port 83h, the ninth connection port 83i, and the tenth connection port 83j are arranged in the refrigerant flow path 82 extending from the seventh connection port 83g. The 11th connection port 83k is arranged at the downstream end of the refrigerant flow path 82 extending from the 7th connection port 83g.

Therefore, the refrigerant flowing out from the 7th connection port 83g merges with the refrigerant flowing out from the rear seat side evaporator 23 at the 8th connection port 83h and flows toward the 11th connection port 83k. Further, the refrigerant flowing out from the 7th connection port 83g merges with the refrigerant that has passed through the indoor evaporator 20 and the evaporation pressure adjusting valve 21 at the 9th connection port 83i, and flows toward the 11th connection port 83k. Further, the refrigerant flowing out from the 7th connection port 83g merges with the refrigerant flowing out from the outdoor heat exchanger 17 and passing through the heating flow path 16b at the 10th connection port 83j, and heads for the 11th connection port 83k. Flows.

The inlet side of the accumulator 22 is connected to the eleventh connection port 83k of the connection module 80. The accumulator 22 is a liquid storage unit that separates the gas-liquid of the refrigerant that has flowed into the inside and stores the separated liquid-phase refrigerant as a surplus refrigerant in the cycle. The accumulator 22 is an example of a low temperature component. The suction port 11a side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 22 via a refrigerant pipe.

In the refrigeration cycle 10 according to the first embodiment, between the third flow path connection portion 13c and the eleventh connection port 83k, a path passing through the indoor evaporator 20 and a path passing through the rear seat side evaporator 23, The paths passing through the chiller 24 are connected in parallel with each other. Therefore, it is possible to selectively realize cooling of the entire passenger compartment using the indoor evaporator 20, cooling of the rear seat portion of the passenger compartment using the rear seat side evaporator 23, and cooling of the battery 48 using the chiller 24. Can be done.

Next, the high temperature side heat medium circuit 40 constituting the vehicle air conditioner 1 will be described. The high temperature side heat medium circuit 40 is a heat medium circulation circuit that circulates the high temperature side heat medium. As the high temperature side heat medium, a solution containing ethylene glycol, an antifreeze solution, or the like can be adopted. In the high temperature side heat medium circuit 40, a water passage of the water refrigerant heat exchanger 12, a high temperature side pump 41, a heater core 42, and the like are arranged.

The high temperature side pump 41 is a water pump that pumps the high temperature side heat medium to the inlet side of the water passage of the water refrigerant heat exchanger 12. The high temperature side pump 41 is an electric pump whose rotation speed (that is, pumping capacity) is controlled by a control voltage output from the air conditioning control device 60.

The heat medium inlet side of the heater core 42 is connected to the outlet of the water passage of the water refrigerant heat exchanger 12. The heater core 42 is a heat exchanger that heats the blown air by exchanging heat between the high temperature side heat medium heated by the water refrigerant heat exchanger 12 and the blown air that has passed through the indoor evaporator 20. The heater core 42 is arranged in the air conditioning casing 51 of the indoor air conditioning unit 50. The suction port side of the high temperature side pump 41 is connected to the heat medium outlet of the heater core 42.

That is, in the first embodiment, each component device of the water refrigerant heat exchanger 12 and the high temperature side heat medium circuit 40 configures a heating unit that heats the blown air using the refrigerant discharged from the compressor 11 as a heat source. ..

Subsequently, the low temperature side heat medium circuit 45 constituting the vehicle air conditioner 1 will be described. The low temperature side heat medium circuit 45 is a heat medium circulation circuit that circulates the low temperature side heat medium. As the low temperature side heat medium, the same fluid as the high temperature side heat medium can be adopted.

The low temperature side heat medium circuit 45 is arranged with a water passage of the chiller 24, a low temperature side pump 46, a battery cooling unit 47, and the like. The low temperature side pump 46 is a water pump that pumps the low temperature side heat medium to the inlet side of the water passage of the chiller 24. The basic configuration of the low temperature side pump 46 is the same as that of the high temperature side pump 41.

The inlet side of the battery cooling unit 47 is connected to the outlet of the water passage of the chiller 24. The battery cooling unit 47 has a plurality of metal heat medium flow paths arranged so as to come into contact with the plurality of battery cells forming the battery 48. The battery cooling unit 47 is a heat exchange unit that cools the battery 48 by exchanging heat between the low temperature side heat medium flowing through the heat medium flow path and the battery cell.

Such a battery cooling unit 47 may be formed by arranging a heat medium flow path between the battery cells arranged in a laminated manner. Further, the battery cooling unit 47 may be integrally formed with the battery 48. For example, the battery 48 may be integrally formed by providing a heat medium flow path in a dedicated case for accommodating the stacked battery cells.

Next, the indoor air conditioning unit 50 will be described. The interior air-conditioning unit 50 is configured to blow out blown air adjusted to an appropriate temperature in order to totally air-condition the interior of the vehicle interior to an appropriate portion in the vehicle interior. The indoor air conditioning unit 50 is arranged inside the instrument panel (instrument panel) at the frontmost part of the vehicle interior.

As shown in FIG. 3, the indoor air conditioning unit 50 houses an indoor blower 52, an indoor evaporator 20, a heater core 42, and the like in an air conditioning casing 51 that forms an air passage for blown air. The air-conditioning casing 51 is made of a resin (for example, polypropylene) that has a certain degree of elasticity and is also excellent in strength.

An inside / outside air switching device 53 is arranged on the most upstream side of the air flow in the air conditioning casing 51. The inside / outside air switching device 53 switches and introduces the inside air (that is, the inside air of the vehicle) and the outside air (that is, the outside air of the vehicle) into the air conditioning casing 51.

The inside / outside air switching device 53 continuously adjusts the opening areas of the inside air introduction port for introducing the inside air into the air conditioning casing 51 and the outside air introduction port for introducing the outside air by the inside / outside air switching door, and the introduction air volume of the inside air and the outside air. Change the introduction ratio with the introduction air volume of. The inside / outside air switching door is driven by an electric actuator for the inside / outside air switching door. This electric actuator is controlled by a control signal output from the air conditioning control device 60.

An indoor blower 52 is arranged on the downstream side of the air flow of the inside / outside air switching device 53. The indoor blower 52 is composed of an electric blower that drives a centrifugal multi-blade fan with an electric motor. The indoor blower 52 blows the air sucked through the inside / outside air switching device 53 toward the vehicle interior. The blowing capacity (that is, the number of rotations) of the indoor blower 52 is controlled by the control voltage output from the air conditioning control device 60.

On the downstream side of the air flow of the indoor blower 52, the indoor evaporator 20 and the heater core 42 are arranged in this order in the air flow direction. The indoor evaporator 20 is arranged on the upstream side of the air flow with respect to the heater core 42.

The air mix door 54 is arranged on the downstream side of the air flow of the indoor evaporator 20 in the air conditioning casing 51 and on the upstream side of the air flow of the heater core 42. The air mix door 54 is an air volume ratio adjusting unit that adjusts the air volume ratio between the air passing through the heater core 42 and the air flowing by bypassing the heater core 42 among the air after passing through the indoor evaporator 20.

The air mix door 54 is driven by an electric actuator for the air mix door. This electric actuator is controlled by a control signal output from the air conditioning control device 60.

A mixing space is provided on the downstream side of the air flow of the heater core 42. The mixing space is a space for mixing the hot air that has passed through the heater core 42 and the cold air that has flowed by bypassing the heater core 42.

At the downstream portion of the air flow in the air-conditioning casing 51, an opening for blowing out the air mixed in the mixing space (that is, the air-conditioning air) into the vehicle interior, which is the air-conditioning target space, is arranged. As the openings of the air conditioner casing 51, a face opening, a foot opening, and a defroster opening (none of which are shown) are provided.

The face opening is an opening for blowing air-conditioning air toward the upper body of the occupant in the vehicle interior. The foot opening is an opening for blowing air-conditioning air toward the feet of the occupant. The defroster opening is an opening for blowing air conditioning air toward the inner surface of the front window glass of the vehicle.

The face opening, foot opening, and defroster opening are connected to the face outlet, foot outlet, and defroster outlet (none of which are shown) provided in the vehicle interior via ducts forming air passages, respectively. Has been done.

The temperature of the conditioned air mixed in the mixing space is adjusted by adjusting the air volume ratio between the air passing through the heater core 42 and the air bypassing the heater core 42 by the air mix door 54. As a result, the temperature of the air-conditioning air blown from each outlet into the vehicle interior is adjusted.

A face door, a foot door, and a defroster door are arranged on the upstream side of the air flow of the face opening, the foot opening, and the defroster opening, respectively. The face door adjusts the opening area of the face opening. The foot door adjusts the opening area of the foot opening. The defroster door adjusts the opening area of the defroster opening.

The face door, foot door, and defroster door are outlet mode switching devices that switch the outlet mode. These doors are connected to an electric actuator for driving the outlet mode door via a link mechanism or the like and are interlocked with each other to be rotated. This electric actuator is controlled by a control signal output from the air conditioning control device 60.

Specific examples of the outlet mode that can be switched by the outlet mode switching device include a face mode, a bi-level mode, and a foot mode.

The face mode is an outlet mode in which the face outlet is fully opened and air is blown from the face outlet toward the upper body of the passengers in the passenger compartment. The bi-level mode is an outlet mode in which both the face outlet and the foot outlet are opened to blow air toward the upper body and feet of the passengers in the passenger compartment. The foot mode is an outlet mode in which the foot outlet is fully opened and the defroster outlet is opened by a small opening, and air is mainly blown out from the foot outlet.

Subsequently, the rear seat side air conditioner unit 55 constituting the vehicle air conditioner 1 will be described. The rear seat side air conditioning unit 55 is provided in the rear part of the vehicle interior, for example, on the side of the rear seat. The rear seat side air conditioning unit 55 has a rear seat side casing 56 that forms an air passage.

A rear seat side blower 57 is arranged upstream of the rear seat side casing 56. The rear seat side blower 57 blows the inside air or the outside air as conditioned air from an inside / outside air switching box (not shown).

A rear seat side evaporator 23 is arranged on the downstream side of the air flow of the rear seat side blower 57 in the rear seat side casing 56. As described above, the rear seat side evaporator 23 is a cooling heat exchanger that cools the blown air supplied to the rear seat side of the vehicle interior, and is an example of a sub-evaporator.

Next, the outline of the electric control unit of the first embodiment will be described with reference to FIG. The air conditioning control device 60 is composed of a well-known microcomputer including a CPU, ROM, RAM, and the like, and peripheral circuits thereof. Then, the air conditioning control device 60 performs various calculations and processes based on the air conditioning control program stored in the ROM, and controls the operation of various controlled target devices connected to the output side thereof.

The device to be controlled in the vehicle air-conditioning device 1 is connected to the output side of the air-conditioning control device 60. The devices to be controlled include a compressor 11, a heating expansion valve 14a, a first cooling expansion valve 14b, a cooling expansion valve 14d, an outside air fan 17a, a first on-off valve 18a, a second on-off valve 18b, and a third on-off valve. 18c is included.

Further, the controlled devices include an integrated heating valve 30a, an integrated cooling valve 30b, an indoor blower 52, a rear seat side blower 57, a high temperature side pump 41, a low temperature side pump 46, and the like. As described above, the control targets of the integrated heating valve 30a are the gas phase on-off valve 35 and the bypass flow path side on-off valve 38. Similarly, the control targets of the cooling integrated valve 30b are the gas phase on-off valve 35 and the bypass flow path side on-off valve 38.

As shown in FIG. 5, various sensor groups are connected to the input side of the air conditioning control device 60. Therefore, detection signals of various sensor groups are input to the air conditioning control device 60, respectively. The various sensor groups include an inside air temperature sensor 61, an outside air temperature sensor 62, a solar radiation amount sensor 63, a first refrigerant temperature sensor 64a, a second refrigerant temperature sensor 64b, and a third refrigerant temperature sensor 64c. Further, various sensor groups include an evaporator temperature sensor 66, a refrigerant pressure sensor 65, an air conditioning air temperature sensor 67, a high temperature side heat medium temperature sensor 68a, a low temperature side heat medium temperature sensor 68b, and a battery temperature sensor 69. ..

The internal air temperature sensor 61 is an internal air temperature detection unit that detects the vehicle interior temperature (internal air temperature) Tr. The outside air temperature sensor 62 is an outside air temperature detection unit that detects the outside air temperature (outside air temperature) Tam. The solar radiation amount sensor 63 is a solar radiation amount detection unit that detects the solar radiation amount Ts irradiated into the vehicle interior.

The first refrigerant temperature sensor 64a is a first refrigerant temperature detecting unit that detects the temperature of the high-pressure refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12. The second refrigerant temperature sensor 64b is a second refrigerant temperature detection unit that is arranged on the refrigerant outlet side of the outdoor heat exchanger 17 and detects the temperature of the refrigerant flowing out of the outdoor heat exchanger 17. Therefore, the temperature of the second refrigerant when the refrigerant flowing out of the outdoor heat exchanger 17 flows into the accumulator 22 via the heating flow path 16b is the temperature of the refrigerant flowing into the accumulator 22.

The third refrigerant temperature sensor 64c is a third refrigerant temperature detection unit that is arranged on the outlet side of the refrigerant passage of the chiller 24 and detects the temperature of the refrigerant flowing out from the refrigerant passage of the chiller 24. The refrigerant pressure sensor 65 is a refrigerant pressure detecting unit that detects the high pressure Pd of the refrigerant flowing out of the water-refrigerant heat exchanger 12. The evaporator temperature sensor 66 is an evaporator temperature detection unit that detects the refrigerant evaporation temperature (evaporator temperature) Tefin in the indoor evaporator 20. The evaporator temperature sensor 66 of the first embodiment specifically detects the temperature of the heat exchange fins of the indoor evaporator 20.

The air-conditioning air temperature sensor 67 is an air-conditioning air temperature detection unit that detects the air temperature TAV blown from the mixed space to the vehicle interior.

The high temperature side heat medium temperature sensor 68a is a high temperature side heat medium temperature detection unit that detects the high temperature side heat medium temperature which is the temperature of the high temperature side heat medium flowing out from the water passage of the water refrigerant heat exchanger 12 and flowing into the heater core 42. Is. The battery-side heat medium temperature sensor 67b is a low-temperature side heat medium temperature detection unit that detects the low-temperature side heat medium temperature, which is the temperature of the low-temperature side heat medium that flows out from the water passage of the chiller 24 and flows into the battery cooling unit 47. ..

The battery temperature sensor 69 is a battery temperature detection unit that detects the battery temperature (that is, the temperature of the battery 48). The battery temperature sensor 69 is configured to have a plurality of detection units, and detects the temperature of a plurality of locations of the battery 48. Therefore, the air conditioning control device 60 can also detect the temperature difference of each part of the battery 48. Further, as the battery temperature, the average value of the detected values by the plurality of detection units is adopted.

Further, as shown in FIG. 5, an operation panel 70 arranged near the instrument panel in the front part of the vehicle interior is connected to the input side of the air conditioning control device 60. Therefore, operation signals from various operation switches provided on the operation panel 70 are input to the air conditioning control device 60.

Various operation switches provided on the operation panel 70 include, for example, an auto switch, an air conditioner switch, an air volume setting switch, a temperature setting switch, a blowout mode changeover switch, and the like. The auto switch is operated when setting or canceling the automatic control operation of the vehicle air conditioner 1. The air conditioner switch is operated when requesting that the blown air be cooled by the indoor evaporator 20 or the like.

The air volume setting switch is operated when manually setting the air volume of the indoor blower 52 or the like. The temperature setting switch is operated when setting the target temperature Tset in the vehicle interior. Then, the blowout mode changeover switch is operated when the blowout mode is manually set.

The air conditioning control device 60 of the first embodiment is integrally composed of a control unit that controls various controlled devices connected to the output side of the air conditioning control device 60. That is, in the air conditioning control device 60, the configuration (hardware and software) that controls the operation of each control target device constitutes the control unit that controls the operation of each control target device.

For example, in the air conditioning control device 60, the configuration for controlling the rotation speed of the compressor 11 constitutes the discharge capacity control unit. Further, among the air conditioning control devices 60, the configuration for controlling the throttle opening of the heating expansion valve 14a, the first cooling expansion valve 14b, and the cooling expansion valve 14d, which are the pressure reducing portions, constitutes the throttle opening control unit. ing.

Then, the heating expansion valve 14a, the first cooling expansion valve 14b, the cooling expansion valve 14d, the first on-off valve 18a, the second on-off valve 18b, the third on-off valve 18c, the heating integrated valve 30a, and the cooling integrated valve. The configuration that controls the operation of 30b constitutes a circuit switching control unit.

Next, the operation of the first embodiment in the above configuration will be described. As described above, in the vehicle air conditioner 1 of the first embodiment, cooling, dehumidifying and heating, and heating can be performed as the air conditioning operation in the vehicle interior. Then, the vehicle air conditioner 1 can operate in the cooling mode, the series dehumidification / heating mode, the parallel dehumidification / heating mode, and the heating mode in order to air-condition the interior of the vehicle.

The switching of each operation mode of the refrigeration cycle 10 is performed by executing the air conditioning control program. The air conditioning control program is executed when the auto switch of the operation panel 70 is turned on (ON) and the automatic control operation is set.

In the main routine of the air conditioning control program, the detection signal of the above-mentioned sensor group for air conditioning control and the operation signal from various air conditioning operation switches are read. Then, based on the values of the read detection signal and the operation signal, the target blowout temperature TAO, which is the target temperature of the blowout air blown into the vehicle interior, is calculated.

Specifically, the target blowout temperature TAO is calculated by the following mathematical formula F1.
TAO = Kset x Tset-Kr x Tr-Kam x Tam-Ks x As + C ... (F1)
In addition, Tset is the target temperature in the vehicle interior (set temperature in the vehicle interior) set by the temperature setting switch, Tr is the internal air temperature detected by the internal air temperature sensor 61, Tam is the outside air temperature detected by the outside air temperature sensor 62, and Ts. Is the amount of solar radiation detected by the solar radiation amount sensor 63. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

Then, when the target blowing temperature TAO is lower than the predetermined cooling reference temperature α with the air conditioner switch of the operation panel 70 turned on, the operation mode is switched to the cooling mode.

Further, when the air conditioner switch of the operation panel 70 is turned on, the target outlet temperature TAO is equal to or higher than the cooling reference temperature α, and the outside air temperature Tam is higher than the predetermined dehumidifying / heating reference temperature β. In that case, the operation mode is switched to the series dehumidification / heating mode.

Further, when the air conditioner switch of the operation panel 70 is turned on, the target outlet temperature TAO is equal to or higher than the cooling reference temperature α, and the outside air temperature Tam is equal to or lower than the dehumidifying / heating reference temperature β. The operation mode is switched to the parallel dehumidification / heating mode.

If the cooling switch of the air conditioner switch is not turned on, the operation mode is switched to the heating mode.

Therefore, the cooling mode is mainly executed when the outside temperature is relatively high such as in summer. The series dehumidifying and heating mode is mainly performed in spring or autumn. The parallel dehumidifying and heating mode is mainly executed when it is necessary to heat the blown air with a higher heating capacity than the series dehumidifying and heating mode, such as in early spring or late autumn. The heating mode is mainly performed during low outside temperatures in winter. The operation in each operation mode will be described below.

(A) Cooling mode In the cooling mode, the air conditioning control device 60 closes the heating expansion valve 14a and the cooling expansion valve 14d in a fully closed state, and closes the first cooling expansion valve 14b. Further, the air conditioning control device 60 opens the first on-off valve 18a and closes the second on-off valve 18b and the third on-off valve 18c. Then, the air conditioning control device 60 opens the gas phase side on-off valve 35 of the cooling integrated valve 30b and closes the bypass flow path side on-off valve 38.

In the cooling mode, the refrigerant is the discharge port 11c of the compressor 11, the water refrigerant heat exchanger 12, the first on-off valve 18a, the first cooling expansion valve 14b, the cooling integrated valve 30b, the indoor evaporator 20, and the evaporation pressure adjustment. The flow flows in the order of the valve 21, the accumulator 22, and the suction port 11a of the compressor 11.

Here, in the cooling integrated valve 30b in the cooling mode, the gas-phase side on-off valve 35 is open, so that the gas-phase refrigerant separated by the gas-liquid separator 34 passes through the second check valve 19b. It is guided to the intermediate pressure port 11b of the compressor 11. That is, in the cooling mode, the compressor 11 functions as a two-stage step-up compressor, and a so-called gas injection cycle is configured.

Further, in the cooling integrated valve 30b in the cooling mode, since the bypass flow path side on-off valve 38 is closed, the liquid phase refrigerant flowing out of the gas-liquid separator 34 passes through the fixed throttle 36 and is depressurized.

In the cooling mode, the air conditioning control device 60 appropriately determines the control signals and the like to be output to the various control target devices connected to the output side in this cycle configuration, and outputs the determined control signals and the like to the various control target devices. To do.

Therefore, in the refrigeration cycle 10 in the cooling mode, a refrigeration cycle is configured in which the water-refrigerant heat exchanger 12 functions as a condenser and the indoor evaporator 20 functions as an evaporator. As a result, in the cooling mode, the entire vehicle interior can be cooled by blowing out the blown air cooled by the indoor evaporator 20 into the vehicle interior.

Then, when cooling the rear seat side of the passenger compartment in the above-mentioned cooling mode, the air conditioning control device 60 opens the third on-off valve 18c from the state described in the cooling mode and operates the rear seat side blower 57. As a result, the refrigerant flowing out from the first on-off valve 18a is depressurized by the second cooling expansion valve 14c via the third on-off valve 18c. The low-pressure refrigerant flowing out of the second cooling expansion valve 14c exchanges heat with the blown air blown by the rear seat side blower 57 at the rear seat side evaporator 23 to cool the blown air. As a result, air conditioning on the rear seat side of the passenger compartment in the cooling mode can be realized.

Further, when the battery 48 is cooled in the cooling mode described above, the air conditioning control device 60 sets the cooling expansion valve 14d in a throttled state from the state of the cooling mode described above, and determines the low temperature side pump 46 in advance. Operate with pumping capacity.

As a result, the refrigerant flowing out of the first on-off valve 18a is depressurized by the cooling expansion valve 14d and flows into the refrigerant passage of the chiller 24. The low-pressure refrigerant flowing into the chiller 24 exchanges heat with the low-temperature side heat medium circulating in the water passage to cool the low-temperature side heat medium. Then, the low-temperature side heat medium flowing out of the chiller 24 exchanges heat with each battery cell of the battery 48 in the battery cooling unit 47 to cool the battery 48. Thereby, the cooling of the battery 48 in the cooling mode can be realized.

(B) Series dehumidifying and heating mode In the series dehumidifying and heating mode, the air conditioning control device 60 sets the heating expansion valve 14a and the first cooling expansion valve 14b in a throttled state, and closes the cooling expansion valve 14d in a fully closed state. Further, the air conditioning control device 60 closes the first on-off valve 18a, the second on-off valve 18b, and the third on-off valve 18c.

Then, the air conditioning control device 60 closes the gas phase side on-off valve 35 of the heating integrated valve 30a and opens the bypass flow path side on-off valve 38. Similarly, for the cooling integrated valve 30b, the gas phase side on-off valve 35 is closed and the bypass flow path side on-off valve 38 is opened.

As a result, in the series dehumidifying and heating mode, the discharge port 11c of the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the heating integrated valve 30a, the outdoor heat exchanger 17, and the first check valve 19a are in this order. Refrigerant flows. The refrigerant flowing out from the first check valve 19a is the first cooling expansion valve 14b, the cooling integrated valve 30b, the indoor evaporator 20, the evaporation pressure adjusting valve 21, the accumulator 22, and the suction port 11a of the compressor 11. It flows in order.

That is, in the series dehumidification / heating mode, a refrigeration cycle is configured in which the outdoor heat exchanger 17 and the indoor evaporator 20 circulate in a path connected in series with respect to the refrigerant flow. Further, in the refrigeration cycle 10 in the series dehumidification / heating mode, a refrigeration cycle is configured in which the water-refrigerant heat exchanger 12 functions as a condenser and the indoor evaporator 20 functions as an evaporator.

In the series dehumidifying and heating mode, since the gas-phase side on-off valve 35 is closed for both the heating integrated valve 30a and the cooling integrated valve 30b, the gas-phase refrigerant separated by the gas-liquid separator 34 is the compressor 11. It is not guided to the intermediate pressure port 11b of. That is, in the series dehumidification / heating mode, the compressor 11 functions as a single-stage step-up compressor.

In the integrated heating valve 30a and the integrated cooling valve 30b in the series dehumidifying and heating mode, since both the detour flow path side on-off valves 38 are open, the liquid phase refrigerant flowing out from the gas-liquid separator 34 passes through the fixed throttle 36. It flows out from the second outlet 33 in a state where the pressure is hardly reduced.

In the series dehumidification / heating mode, the air conditioning control device 60 appropriately determines the control signals and the like output to the various control target devices connected to the output side in this cycle configuration, and determines the determined control signals and the like to the various control target devices. Output to. For example, the air conditioning control device 60 increases the opening ratio of the throttle opening of the first cooling expansion valve 14b to the throttle opening of the heating expansion valve 14a as the target outlet temperature TAO rises. To determine.

As a result, when the saturation temperature of the refrigerant in the outdoor heat exchanger 17 is higher than the outside air temperature Tam, a refrigeration cycle is configured in which the outdoor heat exchanger 17 functions as a condenser. Further, when the saturation temperature of the refrigerant in the outdoor heat exchanger 17 is lower than the outside air temperature Tam, a refrigeration cycle is configured in which the outdoor heat exchanger 17 functions as an evaporator.

In the series dehumidifying / heating mode, when the saturation temperature of the refrigerant in the outdoor heat exchanger 17 is higher than the outside temperature Tam, the saturation temperature of the refrigerant in the outdoor heat exchanger 17 decreases as the target blowout temperature TAO rises. The amount of heat dissipated from the refrigerant in the outdoor heat exchanger 17 can be reduced. As a result, the amount of heat released from the refrigerant in the water-refrigerant heat exchanger 12 can be increased, and the heating capacity of the blown air in the heater core 42 can be improved.

Further, in the series dehumidifying / heating mode, when the saturation temperature of the refrigerant in the outdoor heat exchanger 17 is lower than the outside temperature Tam, the saturation temperature of the refrigerant in the outdoor heat exchanger 17 decreases as the target blowout temperature TAO rises. The amount of heat absorbed by the refrigerant in the outdoor heat exchanger 17 can be increased. As a result, the amount of heat released from the refrigerant in the water-refrigerant heat exchanger 12 can be increased, and the heating capacity of the blown air in the heater core 42 can be improved.

As a result, in the series dehumidifying and heating mode, the blown air cooled and dehumidified by the indoor evaporator 20 can be reheated by the heater core 42. Then, by blowing out the reheated blown air into the vehicle interior, dehumidifying and heating the entire vehicle interior can be performed. Further, by adjusting the throttle opening of the heating expansion valve 14a and the first cooling expansion valve 14b, the heating capacity of the water refrigerant heat exchanger 12 (that is, the heating capacity of the blown air by the heater core 42) can be adjusted.

When air conditioning is performed on the rear seat side of the passenger compartment in the series dehumidification / heating mode, the air conditioning controller 60 opens the third on-off valve 18c from the state of the series dehumidification / heating mode described above and operates the rear seat side blower 57. .. As a result, air conditioning on the rear seat side of the passenger compartment in the series dehumidifying and heating mode can be realized.

Further, when cooling the battery 48 in the series dehumidification / heating mode, the air conditioning control device 60 sets the cooling expansion valve 14d in a throttled state from the state of the series dehumidification / heating mode described above, and sets the low temperature side pump 46 in advance. Operate with the specified pumping capacity. Thereby, the cooling of the battery 48 in the series dehumidifying and heating mode can be realized by using the low temperature side heat medium cooled by the chiller 24.

(C) Parallel dehumidifying and heating mode In the parallel dehumidifying and heating mode, the air conditioning control device 60 sets the heating expansion valve 14a and the first cooling expansion valve 14b in a throttled state, and the cooling expansion valve 14d in a fully closed state. Further, the air conditioning control device 60 opens the first on-off valve 18a and the second on-off valve 18b, and closes the third on-off valve 18c.

Then, the air conditioning control device 60 closes the gas phase side on-off valve 35 of the heating integrated valve 30a and opens the bypass flow path side on-off valve 38. Similarly, for the cooling integrated valve 30b, the gas phase side on-off valve 35 is closed and the bypass flow path side on-off valve 38 is opened.

As a result, in the parallel dehumidification / heating mode, the discharge port 11c of the compressor 11, the water refrigerant heat exchanger 12, the expansion valve 14a for heating, the integrated valve 30a for heating, the outdoor heat exchanger 17, the second on-off valve 18b, and the accumulator 22. , The refrigerant circulates in the order of the suction port 11a of the compressor 11.

At the same time, the discharge port 11c of the compressor 11, the water refrigerant heat exchanger 12, the first on-off valve 18a, the first cooling expansion valve 14b, the cooling integrated valve 30b, the indoor evaporator 20, the evaporation pressure adjusting valve 21, and the accumulator 22. , The refrigerant circulates in the order of the suction port 11a of the compressor 11.
That is, in the parallel dehumidification / heating mode, a refrigeration cycle is configured in which the outdoor heat exchanger 17 and the indoor evaporator 20 circulate in a path connected in parallel to the refrigerant flow. Then, in the refrigeration cycle 10 in the parallel dehumidification / heating mode, a refrigeration cycle is configured in which the water-refrigerant heat exchanger 12 functions as a condenser, and the outdoor heat exchanger 17 and the indoor evaporator 20 function as evaporators.

In both the integrated heating valve 30a and the integrated cooling valve 30b in the parallel dehumidifying and heating mode, the gas-phase side on-off valve 35 is closed, so that the gas-phase refrigerant separated by the gas-liquid separator 34 is in the middle of the compressor 11. It is not guided to the compression port 11b. That is, in the parallel dehumidification / heating mode, the compressor 11 functions as a single-stage step-up compressor.

Further, in the integrated valve 30a for heating and the integrated valve 30b for cooling in the parallel dehumidifying and heating mode, since the on-off valve 38 on the bypass flow path side is open, the liquid phase refrigerant flowing out from the gas-liquid separator 34 is a fixed throttle 36. It flows out from the second outlet 33 in a state where the pressure is hardly reduced without passing through.

In the parallel dehumidification / heating mode, the air conditioning control device 60 appropriately determines the control signals and the like to be output to the various control target devices connected to the output side in this cycle configuration, and determines the determined control signals and the like to the various control target devices. Output to.

For example, the air conditioning control device 60 determines the control signal output to the heating expansion valve 14a and the first cooling expansion valve 14b so that the COP approaches the maximum value based on the high pressure pressure Pd. At this time, the air conditioning control device 60 is controlled so as to increase the opening ratio of the throttle opening of the first cooling expansion valve 14b to the throttle opening of the heating expansion valve 14a as the target outlet temperature TAO rises. Determine the signal.

As a result, in the parallel dehumidifying / heating mode, the blown air cooled and dehumidified by the indoor evaporator 20 can be reheated by the heater core 42. Then, by blowing out the reheated blown air into the vehicle interior, dehumidifying and heating the entire vehicle interior can be performed. Further, by adjusting the throttle opening of the heating expansion valve 14a and the first cooling expansion valve 14b, the heat dissipation amount of the water refrigerant heat exchanger 12 can be adjusted, and the heating capacity of the heater core 42 can be adjusted.

Further, in the parallel dehumidification / heating mode, the evaporation temperature of the refrigerant in the outdoor heat exchanger 17 can be made lower than the evaporation temperature of the refrigerant in the indoor evaporator 20. Therefore, in the parallel dehumidifying / heating mode, the heat absorption amount of the refrigerant in the outdoor heat exchanger 17 can be increased as compared with the series dehumidifying / heating mode, and the heating capacity of the blown air can be increased.

When air conditioning is performed on the rear seat side of the passenger compartment in the parallel dehumidifying / heating mode, the air conditioning controller 60 opens the third on-off valve 18c from the state of the parallel dehumidifying / heating mode described above and operates the rear seat side blower 57. .. As a result, air conditioning on the rear seat side of the passenger compartment in the parallel dehumidifying and heating mode can be realized.

Further, when cooling the battery 48 in the parallel dehumidifying / heating mode, the air conditioning control device 60 sets the cooling expansion valve 14d in the throttled state from the above-mentioned parallel dehumidifying / heating mode, and sets the low temperature side pump 46 in advance. Operate with the specified pumping capacity. Thereby, the cooling of the battery 48 in the parallel dehumidifying and heating mode can be realized by using the low temperature side heat medium cooled by the chiller 24.

(D) Heating mode In the heating mode, the air conditioning control device 60 sets the heating expansion valve 14a in a throttled state, and sets the first cooling expansion valve 14b and the cooling expansion valve 14d in a fully closed state. Further, the air conditioning control device 60 closes the first on-off valve 18a and the third on-off valve 18c, and opens the second on-off valve 18b. Then, the air conditioning control device 60 opens the gas phase side on-off valve 35 of the heating integrated valve 30a and closes the bypass flow path side on-off valve 38.

As a result, in the heating mode, the discharge port 11c of the compressor 11, the water refrigerant heat exchanger 12, the expansion valve 14a for heating, the integrated valve 30a for heating, the outdoor heat exchanger 17, the second on-off valve 18b, the accumulator 22, and the compression The refrigerant circulates in the order of the suction port 11a of the machine 11. Therefore, in the refrigeration cycle 10 in the heating mode, a gas injection cycle is configured in which the water-refrigerant heat exchanger 12 functions as a radiator and the outdoor heat exchanger 17 functions as an evaporator.

Here, in the heating integrated valve 30a in the heating mode, since the gas-phase side on-off valve 35 is open, the gas-phase refrigerant separated by the gas-liquid separator 34 is guided to the intermediate pressure port 11b of the compressor 11. .. That is, in the heating mode, the compressor 11 functions as a two-stage step-up compressor, and a so-called gas injection cycle is configured.

Further, in the heating integrated valve 30a in the heating mode, since the bypass flow path side on-off valve 38 is closed, the liquid phase refrigerant flowing out from the gas-liquid separator 34 passes through the fixed throttle 36 and is depressurized.

In this cycle configuration, the air conditioning control device 60 appropriately determines the control signals and the like to be output to the various control target devices connected to the output side, and outputs the determined control signals and the like to the various control target devices. As a result, in the heating mode, the entire vehicle interior can be heated by blowing out the blown air heated by the heat radiated by the water-refrigerant heat exchanger 12 into the vehicle interior.

When cooling the battery 48 in the heating mode described above, the air conditioning control device 60 opens the first on-off valve 18a and throttles the cooling expansion valve 14d from the state of the heating mode described above. Further, the air conditioning control device 60 operates the low temperature side pump 46 with a predetermined pumping capacity.

As a result, at the same time as the circulation of the refrigerant in the heating mode described above, the discharge port 11c of the compressor 11, the water refrigerant heat exchanger 12, the first on-off valve 18a, the cooling expansion valve 14d, the chiller 24, the accumulator 22, and the compressor 11 The refrigerant circulates in the order of the suction port 11a. That is, a refrigeration cycle is configured in which the outdoor heat exchanger 17 and the chiller 24 circulate in a path connected in parallel with the refrigerant flow.

As a result, the refrigerant flowing out of the first on-off valve 18a is depressurized by the cooling expansion valve 14d and flows into the refrigerant passage of the chiller 24. The low-pressure refrigerant flowing into the chiller 24 exchanges heat with the low-temperature side heat medium circulating in the water passage to cool the low-temperature side heat medium. Then, the low-temperature side heat medium flowing out of the chiller 24 exchanges heat with each battery cell of the battery 48 in the battery cooling unit 47 to cool the battery 48. Thereby, the cooling of the battery 48 in the heating mode can be realized.

As described above, in the vehicle air conditioner 1 of the first embodiment, in order to air-condition the entire vehicle interior, the refrigerant circuit can be switched to operate in various operation modes. As a result, the vehicle air conditioner 1 can realize comfortable air conditioning of the entire vehicle interior. Further, according to the vehicle air conditioner 1, by switching whether or not the low-pressure refrigerant is distributed to the rear seat side evaporator 23, in addition to the air conditioning of the entire vehicle interior, comfortable air conditioning on the vehicle interior rear seat side is realized. be able to.

Further, according to the vehicle air conditioner 1, by switching the presence / absence of the low-pressure refrigerant flowing through the chiller 24, it is possible to realize appropriate temperature control of the battery 48 in addition to air conditioning of the entire vehicle interior.

Subsequently, the specific configuration of the connection module 80 according to the first embodiment will be described with reference to FIG. 6 and the like. As described above, the main body 81 of the connection module 80 is formed in the shape of a flat metal plate, and has a refrigerant flow path 82 inside thereof. Further, the first connection port 83a to the eleventh connection port 83k and the first mounting portion 84a to the fifth mounting portion 84e are connected to the refrigerant flow path 82 inside the main body portion 81.

Therefore, the main body 81 can be formed as follows. First, a core having a shape such as a refrigerant flow path 82 to which the first connection port 83a to the eleventh connection port 83k and the first attachment portion 84a to the fifth attachment portion 84e are connected is formed by using salt or the like. A core formed of salt or the like is placed at a predetermined position on a flat plate-shaped mold.

After that, the molten metal is injected into the mold in which the core is arranged to cast the main body 81. By melting and removing the core formed of salt or the like at the stage where the molten metal is solidified, the refrigerant flow path 82, the first connection port 83a to the eleventh connection port 83k, the first The mounting portions 84a to the fifth mounting portion 84e are formed.

As shown in FIGS. 1 and 2, the flat plate-shaped main body 81 configured in this way includes a water refrigerant heat exchanger 12, an accumulator 22, a chiller 24, an integrated heating valve 30a, and an integrated cooling valve 30b. It is attached.

Further, first mounting portions 84a to third mounting portions 84c are formed on the upper surface of the main body portion 81, and by utilizing these, a heating expansion valve 14a and a first cooling expansion valve, which are fluid control devices, are formed. 14b, a cooling expansion valve 14d is attached to the main body 81.

Further, a fourth mounting portion 84d is formed on the lower surface of the main body portion 81, and a fifth mounting portion 84e is formed below the left side surface of the main body portion 81. The first on-off valve 18a as a fluid control device is attached to the main body 81 by using the fourth attachment portion 84d, and the third on-off valve 18a as the fluid control device is attached by using the fifth attachment portion 84e. The valve 18c is attached to the main body 81.

Here, as shown in FIGS. 1 and 2, a heater core 42 is attached to the front surface side of the main body 81 of the connection module 80. Therefore, as shown in FIG. 6, the first connection port 83a connected to the outlet of the heater core 42 has the refrigerant flow path 82 inside the main body 81 and the outside of the main body 81 below the front surface side of the main body 81. Is connected to. The refrigerant flow path 82 extending from the first connection port 83a is connected to the lower surface of the first mounting portion 84a.

The first mounting portion 84a is formed in a concave shape in which the upper surface of the main body portion 81 is recessed downward. The first mounting portion 84a has an internal space according to the outer shape of the heating expansion valve 14a. As a result, the heating expansion valve 14a can be attached to the first attachment portion 84a.

The left side surface of the first mounting portion 84a is connected to the refrigerant flow path 82 extending toward the second connection port 83b. That is, the first mounting portion 84a is formed so as to enter the refrigerant flow path 82 connecting the first connection port 83a and the second connection port 83b. Therefore, by attaching the heating expansion valve 14a to the first mounting portion 84a, the heating expansion valve 14a can be arranged between the refrigerant flow path 82 connecting the first connection port 83a and the second connection port 83b. it can.

As shown in FIG. 6, a fourth mounting portion 84d with an open bottom is formed on the left side of the first connection port 83a. On the right side surface of the fourth mounting portion 84d, a refrigerant flow path 82 branched between the refrigerant flow paths 82 connecting the first connection port 83a and the lower surface of the first mounting portion 84a is connected.

The fourth mounting portion 84d is formed in a concave shape in which the lower surface of the main body portion 81 is recessed upward. The fourth mounting portion 84d has an internal space according to the outer shape of the first on-off valve 18a. As a result, the first on-off valve 18a can be attached to the fourth attachment portion 84d. A refrigerant flow path 82 extending toward the third connection port 83c is connected to the upper surface of the fourth mounting portion 84d.

The refrigerant flow path 82 that branches between the refrigerant flow path 82 that connects the first connection port 83a and the lower surface of the first attachment portion 84a and extends to the third connection port 83c via the fourth attachment portion 84d Corresponds to the bypass flow path 16a.

The refrigerant flow path 82 branched between the upper surface of the fourth mounting portion 84d and the third connection port 83c is branched into three refrigerant flow paths 82. One of the three refrigerant flow paths 82 is connected to the upper surface of the fifth mounting portion 84e formed on the left side surface of the main body portion 81. The other one of the three refrigerant flow paths 82 is connected to the lower surface of the second mounting portion 84b formed on the upper surface of the main body portion 81. The remaining one of the three refrigerant flow paths 82 is connected to the lower surface of the third mounting portion 84c formed on the upper surface of the main body portion 81.

The fifth mounting portion 84e is formed in a concave shape in which the left side surface of the main body portion 81 is recessed to the right. The fifth mounting portion 84e has an internal space according to the outer shape of the third on-off valve 18c. As a result, the third on-off valve 18c can be attached to the fifth attachment portion 84e. A refrigerant flow path 82 extending toward the fifth connection port 83e is connected to the right side surface of the fifth mounting portion 84e.

The second mounting portion 84b is formed in a concave shape whose upper surface is recessed downward on the left side portion of the upper surface of the main body portion 81. The second mounting portion 84b has an internal space according to the outer shape of the first cooling expansion valve 14b. As a result, the first cooling expansion valve 14b can be attached to the second attachment portion 84b. A refrigerant flow path 82 extending toward the fourth connection port 83d is connected to the right side surface of the second mounting portion 84b.

The third mounting portion 84c is formed in a concave shape whose upper surface is recessed downward between the second mounting portion 84b and the first mounting portion 84a on the upper surface of the main body portion 81. The third mounting portion 84c has an internal space according to the outer shape of the cooling expansion valve 14d. As a result, the cooling expansion valve 14d can be attached to the third attachment portion 84c. A refrigerant flow path 82 extending toward the sixth connection port 83f is connected to the right side surface of the third mounting portion 84c.

Here, as shown in FIGS. 1 and 2, in the connection module 80 according to the first embodiment, the chiller 24 is attached to the rear surface of the main body 81. As described above, the sixth connection port 83f is an inlet side connection port connected to the inflow port of the chiller 24. Therefore, the sixth connection port 83f connects the refrigerant flow path 82 inside the main body 81 and the outside of the main body 81 on the rear surface side of the main body 81.

Then, as shown in FIG. 6, a seventh connection port 83g is arranged below the right side of the sixth connection port 83f. The seventh connection port 83g is an outlet side connection port to which the outlet of the chiller 24 is connected. Therefore, the seventh connection port 83g connects the refrigerant flow path 82 inside the main body 81 and the outside of the main body 81 on the rear surface side of the main body 81. That is, the seventh connection port 83g, which is the outlet side connection port to the chiller 24, is arranged below the sixth connection port 83f, which is the inlet side connection port, in the direction of gravity of the main body 81.

The refrigerant flow path 82 extending from the seventh connection port 83g extends downward in the gravitational direction of the main body 81, changes its extension direction by 180 degrees, and extends upward toward the eleventh connection port 83k.

The eleventh connection port 83k is formed in the upper part on the right side surface of the main body 81. The inlet side of the accumulator 22 attached along the right side surface of the main body 81 is connected to the eleventh connection port 83k.

The ninth connection port 83i and the tenth connection port 83j are arranged in the refrigerant flow path 82 extending from the seventh connection port 83g to the eleventh connection port 83k. The ninth connection port 83i is connected to the outlet side of the indoor evaporator 20. The tenth connection port 83j is connected to the outlet side of the outdoor heat exchanger 17 via the heating flow path 16b. Therefore, the 9th connection port 83i and the 10th connection port 83j correspond to the main connection port connected to the outlet of the main evaporator.

As shown in FIG. 6, in the refrigerant flow path 82 extending from the 7th connection port 83g to the 11th connection port 83k, the 9th connection port 83i and the 10th connection port 83j are arranged at the lowest positions in the direction of gravity. Has been done. In other words, the 9th connection port 83i and the 10th connection port 83j are arranged below the 7th connection port 83g.

Further, the eighth connection port 83h is arranged in the refrigerant flow path 82 extending from the seventh connection port 83g to the eleventh connection port 83k. The eighth connection port 83h is an auxiliary side connection port to which the outlet side of the rear seat side evaporator 23 is connected via a refrigerant pipe. As shown in FIG. 6, the eighth connection port 83h is arranged on the downstream side of the ninth connection port 83i and the tenth connection port 83j with respect to the flow of the refrigerant from the seventh connection port 83g to the eleventh connection port 83k. Has been done.

The second connection port 83b to the fifth connection port 83e and the eighth connection port 83h to the tenth connection port 83j are opened toward either the front surface or the back surface of the main body 81. The direction in which these connection ports are opened can be appropriately changed according to the configuration of the refrigeration cycle 10 and the vehicle layout.

Here, in the refrigerant flow path 82 of the connection module 80 according to the first embodiment, the refrigerant flow path 82 through which the high-pressure refrigerant of the refrigeration cycle 10 flows and the refrigerant having a temperature lower than that of the high-pressure refrigerant (for example, low-pressure refrigerant or intermediate pressure). The refrigerant flow path 82 through which the refrigerant (refrigerant) flows coexists.

In the following description, the refrigerant flow path 82 through which the high-pressure refrigerant of the refrigeration cycle 10 flows is referred to as a high-temperature side flow path 82a, and the refrigerant flow path 82 through which the low-pressure refrigerant and intermediate-pressure refrigerant of the refrigeration cycle 10 flow is referred to as the low-temperature side flow path 82b. That is.

Further, with the switching of the operation mode of the vehicle air conditioner 1, the high temperature side flow path 82a and the low temperature side flow path 82b in the refrigerant flow path 82 of the connection module 80 are appropriately changed. Therefore, it is conceivable that the high temperature side flow path 82a and the low temperature side flow path 82b are adjacent to each other inside the main body 81 of the connection module 80.

In this case, it is conceivable that heat is transferred through the main body 81 between the high-pressure refrigerant flowing through the high-temperature side flow path 82a and the low-pressure refrigerant flowing through the low-temperature side flow path 82b, which affects each other. .. In particular, there is a concern that the coefficient of performance of the refrigeration cycle 10 may decrease due to the influence of heat between the high temperature side flow path 82a and the low temperature side flow path 82b.

In view of this point, as shown in FIG. 6, a plurality of heat transfer suppressing portions 85 are formed in the main body portion 81 of the connection module 80 according to the first embodiment. Each heat transfer suppressing portion 85 is arranged between the high temperature side flow path 82a and the low temperature side flow path 82b, and is formed so as to have lower thermal conductivity than the main body portion 81.

Specifically, the heat transfer suppressing unit 85 according to the first embodiment is provided in either the high temperature side flow path 82a or the low temperature side flow path 82b between the high temperature side flow path 82a and the low temperature side flow path 82b. It is formed in the shape of a groove extending along it. Since a space in which air exists is formed inside the groove-shaped heat transfer suppressing portion 85, the heat transfer suppressing portion 85 can have lower thermal conductivity than the main body portion 81.

As shown in FIG. 6, the refrigerant flow path 82 connecting the 7th connection port 83g and the 11th connection port 83k and the refrigerant flow path 82 connecting the 1st connection port 83a and the lower surface of the 1st mounting portion 84a. A heat transfer suppressing unit 85 is arranged between them.

Here, the refrigerant flow path 82 connecting the first connection port 83a and the lower surface of the first mounting portion 84a flows out from the water refrigerant heat exchanger 12 as described in each operation mode of the vehicle air conditioner 1. Since it is the refrigerant flow path 82 through which the high-pressure refrigerant is circulated, it corresponds to the high-temperature side flow path 82a.

On the other hand, the refrigerant flow path 82 connecting the 7th connection port 83g and the 11th connection port 83k is a refrigerant flow path 82 through which the low-pressure refrigerant flowing out from the indoor evaporator 20 or the chiller 24 or the like flows, and is connected to the low temperature side flow path 82b. Equivalent to.

Therefore, the heat transfer suppression unit 85 provides the main body 81 between the high-pressure refrigerant flowing from the water-refrigerant heat exchanger 12 to the heating expansion valve 14a and the low-pressure refrigerant flowing from the chiller 24 or the indoor evaporator 20 to the accumulator 22. It is possible to suppress the transfer of heat through it.

Further, as shown in FIG. 6, between the refrigerant flow path 82 extending from the first connection port 83a to the first mounting portion 84a and the refrigerant flow path 82 extending from the third mounting portion 84c to the sixth connection port 83f. , The heat transfer suppressing unit 85 is arranged.

When cooling the battery 48 in the heating mode, the refrigerant flow path 82 extending from the first connection port 83a to the first mounting portion 84a is a refrigerant flow path 82 through which the high-pressure refrigerant flowing out of the water refrigerant heat exchanger 12 flows. Corresponds to the high temperature side flow path 82a.

When the battery 48 is cooled in the heating mode, the refrigerant flow path 82 extending from the fourth mounting portion 84d to the sixth connection port 83f is a refrigerant flow path through which the low-pressure refrigerant decompressed by the cooling expansion valve 14d flows. is there. Therefore, the refrigerant flow path 82 corresponds to the low temperature side flow path 82b.

Therefore, the heat transfer suppressing unit 85 passes through the main body 81 between the high-pressure refrigerant flowing from the water refrigerant heat exchanger 12 to the heating expansion valve 14a and the low-pressure refrigerant flowing from the cooling expansion valve 14d to the chiller 24. Heat transfer can be suppressed.

As described above, according to the connection module 80, by arranging the heat transfer suppressing portion 85 between the high temperature side flow path 82a and the low temperature side flow path 82b, the high temperature side flow path 82a and the low temperature side flow path 82b are respectively arranged. The influence of heat on the flowing refrigerant can be suppressed.

A deformation absorbing portion 86 is formed in each of the heat transfer suppressing portions 85 in the connection module 80. As described above, the heat transfer suppressing portion 85 is arranged between the high temperature side flow path 82a and the low temperature side flow path 82b.

Therefore, the main body 81 located on the high temperature side flow path 82a with respect to the heat transfer suppression portion 85 is thermally expanded by the heat of the high pressure refrigerant flowing through the high temperature side flow path 82a. On the other hand, the main body 81 located on the side of the low temperature side flow path 82b with respect to the heat transfer suppression part 85 contracts due to the low pressure refrigerant flowing through the low temperature side flow path 82b.

As described above, since the deformation mode of the main body 81 is different between the high temperature side flow path 82a and the low temperature side flow path 82b with respect to the heat transfer suppression section 85, the main body 81 is different from the heat transfer suppression section 85. It is conceivable that the stress caused by the deformation will be concentrated.

In view of this point, in the connection module 80 according to the first embodiment, a deformation absorbing portion 86 is formed for each heat transfer suppressing portion 85, respectively. The deformation absorbing portion 86 is formed so as to communicate with the internal space of the heat transfer suppressing portion 85 formed in a groove shape, and is arranged at the corner portion of the heat transfer suppressing portion 85.

The deformation absorbing portion 86 has a columnar internal space, absorbs the deformation of the main body 81 on the high temperature side flow path 82a side and the deformation of the main body 81 on the low temperature side flow path 82b, and accompanies the deformation. The stress concentration is relaxed.

Here, the refrigerant that circulates in the refrigeration cycle 10 in the first embodiment contains compatible refrigerating machine oil, and if the refrigerant evaporates in an evaporator such as the chiller 24, the chiller 24 or the like It is conceivable that refrigerating machine oil will accumulate below the inside of the heat exchanger.

If the refrigerating machine oil is accumulated in the evaporator of the chiller 24 or the like in the refrigerating cycle 10, a sufficient amount of the refrigerating machine oil does not return to the compressor 11, which may cause seizure of the compressor 11. I can think of it.

In view of this point, in the connection module 80 according to the first embodiment, as shown in FIG. 6, the seventh connection port 83 g connected to the outlet of the chiller 24 is connected to the inlet 31 of the chiller 24. It is arranged below the sixth connection port 83f in the direction of gravity.

As a result, even if the refrigerating machine oil is accumulated in the lower part of the chiller 24 due to the evaporation of the refrigerant in the chiller 24, it flows out to the refrigerant flow path 82 of the connection module 80 through the outlet of the chiller 24 and the seventh connection port 83 g. Can be made to. That is, according to the connection module 80, it is possible to contribute to securing the amount of return of refrigerating machine oil to the compressor 11.

Further, as shown in FIG. 6, the refrigerant flow path 82 extending from the 7th connection port 83g to the 11th connection port 83k extends downward from the 7th connection port 83g and then changes its extending direction upward. It is connected to the 11th connection port 83k.

The ninth connection port 83i and the tenth connection port 83j are arranged in the refrigerant flow path 82 extending from the seventh connection port 83g to the eleventh connection port 83k. The ninth connection port 83i and the tenth connection port 83j are arranged below the seventh connection port 83g in the gravity direction and at the lowest position in the refrigerant flow path 82 extending from the seventh connection port 83g.

Here, as shown in FIG. 3, the ninth connection port 83i is a connection port to which the outlet of the indoor evaporator 20 is connected via the refrigerant pipe. The tenth connection port 83j is a connection port to which the outlet of the outdoor heat exchanger 17 is connected via the heating flow path 16b. The indoor evaporator 20 and the outdoor heat exchanger 17 in the heating mode and the like have a higher refrigerant flow rate than the refrigerant flow rate of the chiller 24 when cooling the battery 48. The outdoor heat exchanger 17 in this case corresponds to the main evaporator.

As shown in FIG. 6, in the refrigerant flow path 82 extending from the 7th connection port 83g to the 11th connection port 83k, between the 7th connection port 83g and the 9th connection port 83i and the 10th connection port 83j A refrigerant flow path 82 extending downward in the direction of gravity is arranged.

That is, the refrigerant flow path 82 extending downward from the 7th connection port 83g suppresses the inflow of the refrigerant from the 9th connection port 83i and the 10th connection port 83j into the 7th connection port 83g. Corresponds to part 87.

As a result, even when the refrigerating machine oil that has flowed out from the 7th connection port 83g is accumulated below the refrigerant flow path 82 extending from the 7th connection port 83g, the refrigerant that merges from the 9th connection port 83i and the 10th connection port 83j The flow can be used to distribute to the 11th connection port 83k. That is, according to the connection module 80, it is possible to contribute to securing the amount of return of refrigerating machine oil to the compressor 11 also in this respect.

Further, as shown in FIG. 6, in the refrigerant flow path 82 extending from the 7th connection port 83g to the 11th connection port 83k, the 8th connection port 83h is larger than the 9th connection port 83i and the 10th connection port 83j. It is located on the downstream side of the refrigerant flow.

Here, the eighth connection port 83h is a connection port to which the outlet of the rear seat side evaporator 23 is connected via the refrigerant pipe. The rear-seat side evaporator 23 corresponds to a main evaporator through which the low-pressure refrigerant flows, at least when the low-pressure refrigerant flows through the indoor evaporator 20.

Therefore, when the refrigerating machine oil from the rear seat side evaporator 23 flows out to the refrigerant flow path 82 through the eighth connection port 83h, it merges with at least the low-pressure refrigerant flowing out from the indoor evaporator 20 from the ninth connection port 83i. And flow. The flow rate of the low-pressure refrigerant flowing out from the ninth connection port 83i increases because it passes through the indoor evaporator 20.

Therefore, even when the refrigerating machine oil flows out from the rear seat side evaporator 23 through the 8th connection port 83h, the flow of the refrigerant having a large flow rate flowing out from the 9th connection port 83i and the 10th connection port 83j is continued. It can be used and distributed to the 11th connection port 83k. As a result, the connection module 80 can contribute to securing the amount of return of refrigerating machine oil to the compressor 11.

Subsequently, the configuration of the bent portion 82c in the refrigerant flow path 82 of the connection module 80 will be described with reference to FIG. 7. The refrigerant flow path 82 in the connection module 80 includes a plurality of bent portions 82c. Therefore, in the refrigerant flow path 82 of the connection module 80, it is important to reduce the pressure loss at each bent portion 82c as much as possible.

The bent portion 82c of the refrigerant flow path 82 in the connection module 80 according to the first embodiment is formed so that the pressure loss in the bent portion 82c is smaller than that in the case where the bent portion 82c is formed by the refrigerant pipe.

Specifically, as shown in FIG. 7, in the bent portion 82c, the flow path cross-sectional area Sc in the bent portion 82c is larger than the flow path cross-sectional area Ss in the straight pipe portion 82s extending linearly in the refrigerant flow path 82. It is formed like this.

As a result, the pressure loss at the bent portion 82c of the refrigerant flow path 82 is as compared with the case where the bent portion is formed with the same flow path cross-sectional area as the straight pipe portion, as in the case where the bent portion is formed by the refrigerant pipe. Becomes smaller.

Such a configuration cannot be realized when each component device is connected by a refrigerant pipe as in a conventional refrigeration cycle device. This is because when the bent portion is formed by the refrigerant pipe, the flow path cross-sectional area of the bent portion is the same as the flow path cross-sectional area of the straight pipe portion of the refrigerant pipe. Since the main body 81 of the connection module 80 according to the first embodiment is formed by casting, each bent portion 82c in the refrigerant flow path 82 can be configured as shown in FIG. 7.

As described above, the connection module 80 according to the first embodiment has a high temperature side flow path 82a having a connection port connected to the high temperature side component device and a low temperature side having a connection port connected to the low temperature side component device. A refrigerant flow path 82 including a flow path 82b is provided inside the main body 81.

According to this, the configuration on the high temperature side in the refrigeration cycle 10 can be changed by changing the connection port of the high temperature side flow path 82a. Further, the configuration on the low temperature side in the refrigeration cycle 10 can be changed by changing the connection port of the low temperature side flow path. That is, by using the connection module 80, it is possible to correspond to various configurations of the refrigeration cycle 10.

Further, as shown in FIGS. 3 and 6, inside the main body 81 of the connection module 80, the flow of the refrigerant to the high temperature side component device via the high temperature side flow path 82a and the low temperature through the low temperature side flow path 82b. A flow of refrigerant to the side components can be formed. As a result, many parts of the refrigerant flow in the entire refrigeration cycle 10 can be integrated inside the connection module 80, which can contribute to space saving for the refrigeration cycle 10.

A heat transfer suppressing portion 85 is formed between the high temperature side flow path 82a and the low temperature side flow path 82b in the main body portion 81 of the connection module 80. As a result, the influence of heat exerted on each other by the high-pressure refrigerant flowing through the high-temperature side flow path 82a and the low-pressure refrigerant flowing through the low-temperature side flow path 82b can be suppressed, and the decrease in the coefficient of performance of the refrigeration cycle 10 can be suppressed. Can be done.

Further, as shown in FIG. 6, each heat transfer suppressing portion 85 is formed with a deformation absorbing portion 86. According to each deformation absorbing portion 86, the deformation of the main body portion 81 located on the high temperature side flow path 82a side with respect to the heat transfer suppressing portion 85 and the deformation of the main body portion 81 located on the low temperature side flow path 82b side with respect to the heat transfer suppressing portion 85. Since the deformation of the main body 81 can be absorbed, the stress concentration in the main body 81 can be relaxed.

Then, as shown in FIG. 6, in the main body 81 of the connection module 80, the seventh connection port 83 g connected to the outlet of the chiller 24 as an evaporator is the sixth connection connected to the inlet of the chiller 24. It is arranged below the mouth 83f in the direction of gravity.

As a result, as the refrigerant in the chiller 24 evaporates, the refrigerating machine oil stored in the lower part of the chiller 24 flows out from the seventh connection port 83g to the refrigerant flow path 82 of the connection module 80, so that the refrigerating machine oil for the compressor 11 is charged. It can contribute to securing the amount of return.

Further, as shown in FIG. 6, in the refrigerant flow path 82 extending from the 7th connection port 83g, it is connected to the 9th connection port 83i connected to the outlet of the indoor evaporator 20 and the outlet of the outdoor heat exchanger 17. The tenth connection port 83j is arranged below the seventh connection port 83g in the direction of gravity.

According to this, the refrigerating machine oil that flows out from the 7th connection port 83g and is stored under the refrigerant flow path 82 is brought out from the 9th connection port 83i and the 10th connection port 83j by the flow of the refrigerant having a large flow rate. It can be distributed to 11 connection ports 83k. As a result, the connection module 80 can contribute to securing the amount of return of refrigerating machine oil to the compressor 11.

As shown in FIG. 3, the vehicle air conditioner 1 has a rear seat side evaporator 23, and the rear seat side evaporator 23 is a low pressure refrigerant when at least the low pressure refrigerant flows through the indoor evaporator 20. Is used for distribution.

Then, as shown in FIG. 6, in the refrigerant flow path 82 extending from the 7th connection port 83g to the 11th connection port 83k, the 8th connection port 83h connected to the outlet of the rear seat side evaporator 23 is the ninth connection port 83h. It is arranged on the downstream side of the refrigerant flow from the connection port 83i and the tenth connection port 83j.

Therefore, even if the refrigerating machine oil from the rear seat side evaporator 23 flows out through the eighth connection port 83h, the refrigerant having a large flow rate flows out from the indoor evaporator 20 through the ninth connection port 83i. It is possible to surely distribute to the 11th connection port 83k by the flow of. That is, the connection module 80 can also contribute to securing the amount of return of refrigerating machine oil to the compressor 11 in this respect as well.

Further, as shown in FIG. 6, the first mounting portion 84a to the fifth mounting portion 84e are formed on the main body portion 81 of the connection module 80. A heating expansion valve 14a, a first cooling expansion valve 14b, a cooling expansion valve 14d, a first on-off valve 18a, and a third on-off valve 18c are attached to the first mounting portion 84a to the fifth mounting portion 84e, respectively. There is.

According to this, the arrangement space of the heating expansion valve 14a, the first on-off valve 18a, etc. can be concentrated in the first mounting portion 84a to the fifth mounting portion 84e in the main body portion 81, so that the refrigeration cycle 10 can be saved. It can contribute to space conversion.

As shown in FIG. 7, in the bent portion 82c of the refrigerant flow path 82 in the connection module 80, the flow path cross-sectional area Sc in the bent portion 82c is larger than the flow path cross-sectional area Ss of the straight pipe portion 82s of the refrigerant flow path 82. It is formed like this. As a result, in the connection module 80, the pressure loss at the bent portion 82c of the refrigerant flow path 82 can be reduced. As shown in FIG. 6, since the refrigerant flow path 82 of the connection module 80 includes a large number of bent portions 82c, the pressure loss can be effectively reduced.

(Second Embodiment)
Next, the connection module 80 according to the second embodiment will be described. In the connection module 80 according to the second embodiment, the connection method of the water refrigerant heat exchanger 12 and the chiller 24 to the main body 81 is changed from the first embodiment described above. Since other configurations are the same as those of the first embodiment described above, the description thereof will be omitted.

In the connection module 80 according to the second embodiment, the heater core 42 is attached to the front surface side of the main body 81 as in the first embodiment. The outlet of the heater core 42 is connected to the first connection port 83a formed on the front surface side of the main body 81 via fastening materials such as bolts and nuts.

By using the fastening material, the heater core 42 is in contact with the front surface of the main body 81, and the relative positional relationship with respect to the main body 81 is fixed. That is, in the connection module 80 according to the second embodiment, the water-refrigerant heat exchanger 12, which is a high-temperature side component and is an example of the heat medium refrigerant heat exchanger, is integrated with the main body 81.

Further, in the connection module 80 according to the second embodiment, a chiller 24 is attached to the rear surface side of the main body 81 as in the first embodiment. As described above, the chiller 24 is a low-temperature side component, and corresponds to an example of an evaporator that absorbs heat by evaporating the refrigerant.

The refrigerant inlet of the chiller 24 is connected to the sixth connection port 83f formed on the rear surface side of the main body 81 via fasteners such as bolts and nuts. Further, the refrigerant outlet of the chiller 24 is connected to the seventh connection port 83g formed on the rear surface side of the main body 81 via fastening materials such as bolts and nuts.

By connecting the chiller 24 with the fastening material at the 6th connection port 83f and the 7th connection port 83g of the main body portion 81, the chiller 24 is in contact with the rear surface of the main body portion 81 and is relative to the main body portion 81. The positional relationship is fixed. That is, in the connection module 80 according to the second embodiment, the chiller 24 is integrated with the main body 81.

By integrating the water-refrigerant heat exchanger 12 with the main body 81, the connection module 80 can save space in terms of the arrangement of the high-temperature side components in the refrigeration cycle 10. Further, by integrating the chiller 24 with the main body 81, the connection module 80 can save space in terms of the arrangement of the low temperature side components in the refrigeration cycle 10.

As described above, according to the connection module 80 according to the second embodiment, the effects produced by the configuration and operation common to those of the first embodiment can be obtained in the same manner as in the first embodiment described above. ..

In the connection module 80 according to the second embodiment, since the water-refrigerant heat exchanger 12 is integrated with the main body 81, it is possible to save space in arranging the high-temperature side component equipment of the refrigeration cycle 10. .. Further, according to the connection module 80, since the chiller 24 is integrated with the main body 81, it is possible to save space with respect to the arrangement of the 10 low temperature side constituent devices.

In the present disclosure, the integration of the component device with the main body 81 means that the refrigerant inlet or the refrigerant outlet of the component device is connected to the connection port (for example, the first connection port 83a) of the main body 81, and the component device and the component device are integrated. It means that the relative positional relationship is fixed so that the main body 81 is in contact with each other. Fasteners such as bolts and nuts have been used to connect the connection port of the main body 81 to the refrigerant inlet or refrigerant outlet of the constituent equipment, but a mode of joining by welding or the like may be adopted. Further, as a method of fixing the relative positions of the constituent device and the main body 81, the constituent device may be fixed with respect to the main body.

(Third Embodiment)
Subsequently, the connection module 80 according to the third embodiment will be described with reference to FIGS. 8 and 9. First, the basic configuration of the connection module 80 according to the third embodiment will be described. As shown in FIG. 8, the connection module 80 according to the third embodiment includes a refrigerant flow path 82 formed in the main body 81, first connection ports 83a to sixth connection ports 83f, and first attachment portions 84a to. It has a fifth mounting portion 84e.

In other words, the connection module 80 according to the third embodiment is applied to the vehicle air conditioner 1 which does not have the cooling function of the battery 48 and the air conditioning function on the rear seat side. Therefore, as shown in FIG. 8, the connection module 80 according to the third embodiment has a main body of the refrigerant flow path 82 connecting the seventh connection port 83g to the eleventh connection port 83k, as shown in FIG. It is a configuration that 81 does not have.

In the third embodiment, it is assumed that the basic configuration of the connection module 80 is changed with the addition of the function to the vehicle air conditioner 1. Therefore, the refrigerant flow path 82 and the connection port, which are required for the addition of the function of the vehicle air conditioner 1, are added to the basic configuration of the connection module 80 shown in FIG.

For example, when the vehicle air conditioner 1 is changed to a dual air conditioner having a cooling function of the battery 48, the seventh connection port 83g to the eleventh connection port 83k are connected to the main body 81 of the connection module 80 shown in FIG. The refrigerant flow path 82 is formed. In this case, the chiller 24 connected to the 7th connection port 83g, the rear seat side evaporator 23 connected to the 8th connection port 83h, and the accumulator 22 connected to the 11th connection port 83k are specified in the third embodiment. It corresponds to an example of a component device.

The refrigerant flow path 82 connecting the seventh connection port 83g to the eleventh connection port 83k added in this case corresponds to an example of the specific refrigerant flow path 88. When the refrigerant flow path 82 connecting the 7th connection port 83g to the 11th connection port 83k is added as the specific refrigerant flow path 88, together with the core forming the shape of the refrigerant flow path 82 in the basic configuration shown in FIG. A core having the shape of the specific refrigerant flow path 88 is formed by using salt or the like.

Along with the core of the refrigerant flow path 82 according to the basic configuration, the core related to the specific refrigerant flow path 88 is arranged at a predetermined position of the mold formed in a flat plate shape. After that, the molten metal is injected into the mold in which the core is arranged to cast the main body 81. By melting and removing the core formed of salt or the like at the stage where the molten metal is solidified, a refrigerant flow path 82 including a specific refrigerant flow path 88 is formed inside the main body 81 as shown in FIG. Will be done.

As described above, according to the connection module 80 according to the third embodiment, the component devices (that is, specific component devices such as the chiller 24 and the rear seat side evaporator 23) required by adding the function of the vehicle air conditioner 1). The specific refrigerant flow path 88 according to the above can be easily formed in the main body 81. That is, the connection module 80 according to the third embodiment can flexibly respond to a change in the configuration of the refrigeration cycle 10 with a small number of work changes by adding the specific refrigerant flow path 88.

The configuration of the specific refrigerant flow path 88 is changed according to the functions added to the vehicle air conditioner 1 and the specific configuration equipment. For example, when the cooling function of the battery 48 is added to the basic configuration of the vehicle air conditioner 1 according to the third embodiment, in the refrigerant flow path 82 extending from the 7th connection port 83g to the 11th connection port 83k. It is not necessary to form the eighth connection port 83h. That is, as the specific refrigerant flow path 88, the ninth connection port 83i and the tenth connection port 83j are formed between the refrigerant flow paths 82 extending from the seventh connection port 83g to the eleventh connection port 83k.

Further, when changing to a dual air conditioner with respect to the basic configuration of the vehicle air conditioner 1 according to the third embodiment, the refrigerant flow path 82 extending from the eighth connection port 83h to the eleventh connection port 83k is a specific refrigerant flow. It is formed as a road 88.

As described above, according to the connection module 80 according to the third embodiment, it is possible to obtain the effects obtained from the same configuration and operation as those in the above-described embodiment in the same manner as in the above-described embodiment.

Further, according to the connection module 80 according to the third embodiment, the specific refrigerant flow path 88 corresponding to the specific component device accompanying the addition of the function of the vehicle air conditioner 1 can be formed. Therefore, regarding the addition of the function of the vehicle air conditioner 1. As the connection module 80, it can be flexibly handled with a small number of man-hours.

(Fourth Embodiment)
Next, the connection module 80 according to the fourth embodiment will be described. The connection module 80 according to the fourth embodiment has the configuration according to the first embodiment described above as a basic configuration, and shows a case where the functions are reduced from the vehicle air conditioner 1 according to the first embodiment.

In the fourth embodiment, for example, a case where the cooling function of the battery 48 and the air conditioning function on the rear seat side are reduced from the vehicle air conditioner 1 configured as a dual air conditioner with a cooling function of the battery 48 will be described.

As described above, the chiller 24 related to cooling the battery 48 is connected to the seventh connection port 83g of the connection module 80. Further, the rear seat side evaporator 23 related to the air conditioning on the rear seat side is connected to the eighth connection port 83h of the connection module 80. Therefore, the rear seat side evaporator 23 and the chiller 24 correspond to examples of the target constituent devices, respectively.

Then, when reducing the cooling function of the battery 48 and the air conditioning function on the rear seat side. Since the inflow and outflow of the refrigerant to the rear seat side evaporator 23 and the chiller 24 is not required, the refrigerant flow path 82 connecting the 7th connection port 83g to the 11th connection port 83k is not required among the refrigerant flow paths 82. That is, the refrigerant flow path 82 connecting the 7th connection port 83g to the 11th connection port 83k corresponds to the target refrigerant flow path 89 related to the rear seat side evaporator 23 and the chiller 24, which are the target constituent devices.

In the connection module 80 according to the fourth embodiment, as shown in FIG. 10, a closing member 90 is arranged in order to block the flow of the refrigerant in the target refrigerant flow path 89. The closing member 90 is filled inside the target refrigerant flow path 89 and closes the inside of the target refrigerant flow path 89. Since the 7th connection port 83g to the 11th connection port 83k are arranged in the target refrigerant flow path 89, the closing member 90 also closes the insides of the 7th connection port 83g to the 11th connection port 83k, respectively. ..

As a result, according to the connection module 80 according to the fourth embodiment, the change in the configuration of the refrigeration cycle 10 due to the reduction of the functions from the vehicle air conditioner 1 can be flexibly dealt with by using the closing member 90 with less work. can do.

The configuration of the target refrigerant flow path 89 is changed according to the functions reduced from the vehicle air conditioner 1 and the target component equipment. For example, when reducing the air conditioning function on the rear seat side from the vehicle air conditioner 1 according to the first embodiment, in the refrigerant flow path 82 from the seventh connection port 83g to the eleventh connection port 83k, the fifth mounting portion 84e and The eighth connection port 83h is closed by the closing member 90. As a result, the connection module 80 is changed to a mode suitable for the vehicle air conditioner 1 having a cooling function of the battery 48 in addition to air conditioning for the entire vehicle interior.

Further, when reducing the cooling function of the battery 48 from the vehicle air conditioner 1 according to the first embodiment, in the refrigerant flow path 82 from the seventh connection port 83g to the eleventh connection port 83k, the third mounting portion 84c and The seventh connection port 83g is closed by the closing member 90. As a result, the connection module 80 is changed to a mode suitable for a dual air conditioner without a cooling function of the battery 48.

As shown in FIG. 10, in the fourth embodiment, the closing member 90 is arranged so as to be filled inside the target refrigerant flow path 89, and blocks the flow of the refrigerant in the target refrigerant flow path 89. However, the present invention is not limited to this aspect. If the flow of the refrigerant in the target refrigerant flow path 89 can be blocked, various aspects can be adopted as the closing member 90. For example, as the closing member 90, a member on a cap that closes the connection port forming the end of the target refrigerant flow path 89 may be adopted. Further, the target refrigerant flow path 89 itself may be removed from the connection module 80.

As described above, according to the connection module 80 according to the fourth embodiment, it is possible to obtain the effects obtained from the same configuration and operation as those in the above-described embodiment in the same manner as in the above-described embodiment.

Further, according to the connection module 80 according to the fourth embodiment, the target refrigerant flow path 89 corresponding to the target component device excluded due to the functional reduction of the vehicle air conditioner 1 can be blocked by the closing member 90, so that the vehicle can be used. It is possible to flexibly deal with the reduction of the function of the air conditioner 1 with a small number of man-hours.

(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.

(1) In the above-described embodiment, the connection module 80 has a configuration in which the high temperature side flow path 82a and the low temperature side flow path 82b are provided as the refrigerant flow path of the main body 81, but the present invention is not limited to this.

A heat medium flow path through which another heat medium flows may be formed in the main body 81 of the connection module 80. For example, a heat medium flow path through which the high temperature side heat medium of the high temperature side heat medium circuit 40 flows may be formed, or a heat medium flow path through which the low temperature side heat medium of the low temperature side heat medium circuit 45 flows may be formed. Is also good. Further, a detection unit such as a temperature sensor or a pressure sensor may be attached to the main body 81 of the connection module 80.

(2) The heat transfer suppressing portion 85 in the above-described embodiment is formed in a groove shape with respect to the main body portion 81, but the heat transfer suppressing portion 85 is formed on either the front surface or the rear surface of the main body portion 81. It may be in the shape of a groove with a dent. Further, the heat transfer suppressing portion 85 may have a groove shape in which any surface of the main body portion 81 is recessed on the front surface and the rear surface. Further, the heat transfer suppressing portion 85 may be formed in a slit shape penetrating between the front surface and the rear surface of the main body portion 81.

(3) Further, although it is assumed that air exists inside the heat transfer suppressing portion 85 described above, the present invention is not limited to this mode. The heat transfer suppressing unit 85 can adopt various modes as long as it can inhibit the heat transfer between the high temperature side flow path 82a and the low temperature side flow path 82b. For example, the inside of the heat transfer suppressing portion 85 may be configured to be filled with a material having low thermal conductivity.

(4) Then, in the above-described embodiment, the deformation absorbing portion 86 is formed so as to have a columnar internal space, but the present invention is not limited to this embodiment. If the deformation of the high temperature side flow path 82a with respect to the heat transfer suppression section 85 and the deformation of the low temperature side flow path 82b with respect to the heat transfer suppression section 85 can be absorbed, the shape of the deformation absorption section 86 is appropriate. Can be changed.

(5) Further, in the above-described embodiment, the deformation absorbing portion 86 is arranged at the corner portion of the heat transfer suppressing portion 85, but the present invention is not limited to this embodiment. For example, the deformation absorbing portion 86 may be arranged at the end of the groove-shaped heat transfer suppressing portion 85. The deformation absorbing portion 86 may be arranged in the groove-shaped heat transfer suppressing portion 85, and may be arranged in the central portion of the linearly extending heat transfer suppressing portion 85.

(6) In the above-described embodiment, the first mounting portion 84a to the fifth mounting portion 84e are formed on the main body portion 81 of the connection module 80, but the present invention is not limited to this. The number and arrangement of the mounting portions in the main body portion 81 can be appropriately changed according to the configuration of the refrigeration cycle 10.

(7) Further, the fluid control device attached to the first attachment portion 84a to the fifth attachment portion 84e is not limited to the above-described embodiment, and is appropriately changed according to the configuration of the refrigeration cycle 10 and the like. can do. For example, in the above-described embodiment, the third on-off valve 18c is attached to the fifth attachment portion 84e, but it may be changed to an electric expansion valve having a fully closed function. That is, it is also possible to replace the third on-off valve 18c and the second cooling expansion valve 14c, which is a temperature type expansion valve, with an electric expansion valve having a fully closed function.

In this case, depending on the operation mode, it is conceivable that the low-pressure refrigerant decompressed by the electric expansion valve flows through the refrigerant flow path 82 extending from the right side surface of the fifth mounting portion 84e to the fifth connection port 83e. Therefore, the heat transfer suppression portions 85 arranged to the right and above the fifth connection port 83e extend from the upper surface of the fourth mounting portion 84d to the refrigerant flow path and from the fifth mounting portion 84e to the fifth connection port 83e. The influence of heat between the refrigerant flow path 82 and the refrigerant flow path 82 can be suppressed.

(8) In the above-described embodiment, the refrigerant flow path 82 extending downward in the direction of gravity from the seventh connection port 83 g is used as the suppressing portion 87, but the present invention is not limited to this embodiment. As long as the refrigerant flowing from the 9th connection port 83i and the 10th connection port 83j can flow into the 8th connection port 83h, the suppression unit can adopt various modes.

For example, as shown in FIG. 11, the refrigerant flow path 82 between the eighth connection port 83h and the ninth connection port 83i and the tenth connection port 83j is more than at least the ninth connection port 83i and the tenth connection port 83j. The restraining unit 87 may be provided with a configuration that is raised so as to pass above the direction of gravity. According to this configuration, even when the 8th connection port 83h is located below the 9th connection port 83i, the refrigerant flowing out from the 9th connection port 83i and the 10th connection port 83j flows into the 8th connection port 83h. Can be suppressed.

(9) It is also possible to form a check valve 87 by arranging a check valve with respect to the refrigerant flow path 82 between the 8th connection port 83h and the 9th connection port 83i and the 10th connection port 83j. Is. The check valve in this case allows the flow of the refrigerant from the 8th connection port 83h to the 9th connection port 83i and the 10th connection port 83j, and allows the flow of the refrigerant from the 9th connection port 83i and the 10th connection port 83j to the 8th connection port. It is installed so as to prohibit the flow of the refrigerant toward 83h.

(10) Further, the main body 81 of the connection module 80 according to the present disclosure may be composed of one or a plurality of blocks. For example, the main body 81 of the connection module 80 may be formed by combining a plurality of blocks with bolts or the like and integrating them. For example, by combining and integrating the basic main body portion in which the refrigerant flow path 82 according to the basic configuration of the refrigeration cycle 10 is formed and the specific main body portion in which the refrigerant flow path 82 related to the specific constituent equipment is formed. , The main body 81 may be configured. In this case, it is possible to respond to the function change of the vehicle air conditioner 1 and the like by attaching and detaching the specific main body to and from the basic main body in accordance with the function change of the vehicle air conditioner 1 and the like.

(11) Then, in the above-described embodiment, an example in which R1234yf is adopted as the refrigerant of the refrigeration cycle 10 has been described, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C and the like may be adopted. Alternatively, a mixed refrigerant or the like in which a plurality of these refrigerants are mixed may be adopted.

(12) Further, the high temperature side heat medium circuit 40 and the low temperature side heat medium circuit 45 are not limited to the configurations disclosed in the above-described embodiment. For example, in the above-described embodiment, an example in which an ethylene glycol aqueous solution is used as the heat medium has been described, but the present invention is not limited to this. As the heat medium, dimethylpolysiloxane, a solution containing nanofluid or the like, an antifreeze solution, an aqueous liquid refrigerant containing alcohol or the like, a liquid medium containing oil or the like may be adopted.

(13) Then, in the above-described embodiment, an example of cooling the battery 48 as a cooling target has been described, but the cooling target is not limited to this. As the object to be cooled, an in-vehicle device that generates heat during operation, such as an inverter, a motor generator, a power control unit (so-called PCU), a control device for an advanced driver assistance system (so-called ADAS), or the like, may be adopted. ..

80 Connection module 81 Main body 82 Refrigerant flow path 82a High temperature side flow path 82b Low temperature side flow path 83a to 83k 1st connection port to 11th connection port (connection port)
84a to 84e 1st mounting part to 5th mounting part (mounting part)
85 Heat transfer suppression unit 86 Deformation absorption unit

Claims (12)

A connection module (80) to which a plurality of constituent devices in the refrigeration cycle (10) are connected.
It has a main body (81) in which a refrigerant flow path (82) forming a part of the refrigerant flow path in the refrigeration cycle is formed.
The refrigerant flow path is
Among the plurality of the constituent devices, the high temperature side flow path (82a) in which the connection port (83a) to which the high temperature side constituent device (12) through which the high-pressure refrigerant of the refrigeration cycle flows can be connected is formed.
Among the plurality of the constituent devices, the low temperature side flow path (82b) in which the connection port (83f, 83 g) to which the low temperature side constituent device (24) through which the refrigerant having a temperature lower than the high pressure refrigerant flows flows can be connected is formed. , Has a connection module. The high-temperature side component device (12) is integrated with the main body portion via the connection port (83a) of the refrigerant flow path, and condenses the high-pressure refrigerant in the refrigeration cycle to heat the heat medium. The connection module according to claim 1, which is a heat medium refrigerant heat exchanger (12). The low temperature side component device (24) is integrated with the main body portion via the connection port (83f, 83 g) of the refrigerant flow path, and the evaporator (24) absorbs heat by evaporating the refrigerant. The connection module according to claim 1 or 2. Claim 1 to claim 1, wherein the main body portion has a heat transfer suppressing portion (85) formed between the high temperature side flow path and the low temperature side flow path so as to have lower thermal conductivity than the main body portion. The connection module according to any one of 3. The heat transfer suppressing portion has a deformation absorbing portion (86) that absorbs the deformation of the main body portion on the side of the high temperature side flow path and the deformation of the main body portion on the side of the low temperature side flow path. The connection module according to claim 4. The refrigerant contains refrigerating machine oil, and the low-temperature side component is an evaporator (24) that evaporates the low-pressure refrigerant in the refrigeration cycle.
The refrigerant flow path is formed with an inlet-side connection port (83f) for guiding the low-pressure refrigerant to the inlet of the evaporator and an outlet-side connection port (83 g) connected to the outlet of the evaporator. Being done
The connection module according to any one of claims 1 to 5, wherein the outlet-side connection port is located below the inlet-side connection port in the direction of gravity with respect to the main body. The low temperature side component has a main evaporator (17, 20) connected separately from the evaporator.
In the low temperature side flow path extending from the outlet side connection port, the main side connection ports (83i, 83j) connected to the outlet of the main evaporator and the low pressure refrigerant flowing in from the main side connection port are said. The connection module according to claim 6, wherein a suppression unit (87) for suppressing the inflow to the outlet side connection port is arranged. The low temperature side component further includes a sub-evaporator (23) through which the low pressure refrigerant flows when the low pressure refrigerant flows through at least the main evaporator.
In the low temperature side flow path extending from the outlet side connection port, an auxiliary side connection port (83h) connected to the outlet of the sub-evaporator is provided with respect to the flow of the low pressure refrigerant in the low temperature side flow path. The connection module according to claim 7, which is arranged on the downstream side of the side connection port. The main body includes mounting portions (84a to 84e) formed in a concave shape so that a part of the fluid control equipment (14a, 15a) for controlling the flow of the refrigerant enters the inside of the refrigerant flow path. The connection module according to any one of claims 1 to 8. The flow path cross-sectional area (Sc) at the bent portion (82c) in the refrigerant flow path (82) is formed to be larger than the flow path cross-sectional area at the straight pipe portion (82s) in the refrigerant flow path (82). Item 4. The connection module according to any one of Items 1 to 9. The refrigerant flow path has a specific refrigerant flow path (88) through which the refrigerant flows with respect to the specific component device added as the component device of the refrigeration cycle (10).
The connection module according to any one of claims 1 to 10, wherein the specific refrigerant flow path is formed in the main body. The plurality of constituent devices include target constituent devices excluded from the constituent devices of the refrigeration cycle (10).
The refrigerant flow path has a target refrigerant flow path (89) that does not require the flow of the refrigerant to the target component device due to the exclusion of the target component device from the refrigeration cycle.
Claim 1 having a closing member (90) attached so as to block the inside of the target refrigerant flow path when the flow of the refrigerant in the target refrigerant flow path is stopped due to the exclusion of the target component device. The connection module according to any one of 11.

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