JP3906724B2 - Air conditioner for vehicles - Google Patents

Air conditioner for vehicles Download PDF

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Publication number
JP3906724B2
JP3906724B2 JP2002093768A JP2002093768A JP3906724B2 JP 3906724 B2 JP3906724 B2 JP 3906724B2 JP 2002093768 A JP2002093768 A JP 2002093768A JP 2002093768 A JP2002093768 A JP 2002093768A JP 3906724 B2 JP3906724 B2 JP 3906724B2
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refrigerant
evaporator
cold storage
compressor
heat exchanger
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JP2003285633A (en
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真 粂
泰一 相川
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Denso Corp
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Denso Corp
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Priority to JP2002093768A priority Critical patent/JP3906724B2/en
Priority to DE10308542.4A priority patent/DE10308542B4/en
Priority to US10/375,245 priority patent/US6701731B2/en
Priority to KR10-2003-0012476A priority patent/KR100467361B1/en
Priority to FR0302401A priority patent/FR2836421B1/en
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Description

【０００１】
【発明の属する技術分野】
本発明は、停車時等に圧縮機の駆動源である車両エンジンを一時的に停止させる車両に適用される蓄冷式の車両用空調装置に関するものである。
【０００２】
【従来の技術】
近年、環境保護、車両エンジンの燃費向上等を目的にして、信号待ち等の停車時に車両エンジンを自動的に停止する車両（ハイブリッド車等のエコラン車）が実用化されており、今後、停車時に車両エンジンを停止する車両が増加する傾向にある。
【０００３】
ところで、車両用空調装置においては、冷凍サイクルの圧縮機を車両エンジンにより駆動しているので、上記エコラン車においては信号待ち等で停車して、車両エンジンが停止される毎に、圧縮機も停止して冷房用蒸発器の温度が上昇し、車室内への吹出空気温度が上昇するので、乗員の冷房フィーリングを損なうという不具合が発生する。
【０００４】
そこで、車両エンジン（圧縮機）の稼働時に蓄冷される蓄冷手段を備え、車両エンジン（圧縮機）が停止して蒸発器の冷却作用が停止したときには蓄冷手段の蓄冷熱量を使用して車室内への吹出空気を冷却できる蓄冷式の車両用空調装置の必要性が高まっている。
【０００５】
この種の蓄冷式の車両用空調装置として、従来、特開２０００−３１３２２６号公報に記載されたものが知られている。この従来技術では、図１３に示すように車両エンジンにより駆動される圧縮機１を有する空調用冷凍サイクルＲにおいて、車室内への吹出空気を冷却する蒸発器８と並列に蓄冷材４０ａを内蔵する蓄冷熱交換器４０を設けている。
【０００６】
そして、車両エンジン（圧縮機１）の稼働時に蓄冷を行う時は電磁弁４１を開弁して、膨張弁７により減圧された低圧冷媒を蒸発器８と蓄冷熱交換器４０に並列に流して蓄冷材４０ａを冷却し、蓄冷材４０ａへの蓄冷を行う。
【０００７】
そして、車両エンジンの停止により圧縮機１が停止した時には電動ポンプ４２を作動させて、蓄液タンク４３→電磁弁４１→電動ポンプ４２→蓄冷熱交換器４０→蒸発器８→蓄液タンク４３の閉回路にて冷媒を循環させる。蒸発器８で蒸発した気相冷媒を蓄冷熱交換器４０において蓄冷材４０ａの蓄冷熱量により凝縮し、この凝縮後の液冷媒を蒸発器８に循環させる。これにより、蒸発器８の冷却作用を圧縮機１の停止時にも続行して車室内の冷房機能を発揮できるようにしている。
【０００８】
【発明が解決しようとする課題】
ところで、上記したように従来技術では、圧縮機１の稼働時には膨張弁７から蓄液タンク４３、蒸発器８を通過して圧縮機１の吸入側へ向かう方向に冷媒が流れる。これに反し、圧縮機１の停止時（放冷冷房時）には圧縮機１の吸入側から蒸発器８を通過して蓄液タンク４３側へ向かう方向、すなわち、圧縮機稼働時と逆方向に冷媒が流れる。
【０００９】
このように、圧縮機１の稼働時と停止時とで蒸発器８の冷媒流れ方向が逆転するので、蒸発器８における熱交換性能が変動する。そのため、蒸発器熱交換性能を圧縮機１の稼働時、圧縮機停止時の双方で高い状態に維持できないという不具合が生じる。
【００１０】
この不具合を図１４に示す蒸発器８の具体的な冷媒流路構成に基づいて説明する。図１４は蒸発器８の冷媒流路構成の具体的一例を示すものであり、特開平９−１７０８５０号公報記載の冷媒流路構成である。この公報記載のものは直交流と対向流とを組み合わせた冷媒流路構成により蒸発器８の熱交換効率の向上を図っている。
【００１１】
すなわち、図１４において、蒸発器８は空気流れ方向Ａの風下側に冷媒入口側熱交換部８１を配置し、空気流れ方向Ａの風上側に冷媒出口側熱交換部８２を配置している。そして、冷媒入口側熱交換部８１においては、蒸発器８の左右両側の側面部のうち、一方（右側）の側面部８３ａに冷媒入口８４を配置し、この冷媒入口８４から冷媒を矢印Ｂ１のように下側タンク部８５の右側空間８５ａ内に流入する。ここで、下側タンク部８５の内部空間は仕切り板８６により右側空間８５ａと左側空間８５ｂとに仕切られている。
【００１２】
冷媒は下側タンク部８５の右側空間８５ａから冷媒入口側熱交換部８１の右側冷媒流路８１ａを上昇して上側タンク部８７に至る。この上側タンク部８７内には仕切り板が設けてないので、この上側タンク部８７内を冷媒は矢印Ｂ２のように左側へ流れる。
【００１３】
次に、冷媒は冷媒入口側熱交換部８１の左側冷媒流路８１ｂを下降して下側タンク部８５の左側空間８５ｂに至り、この左側空間８５ｂを矢印Ｂ３のように左側へ冷媒が流れる。
【００１４】
蒸発器８の左右両側の側面部のうち、他方（左側）の側面部８３ｂには側面冷媒流路８８が形成してあり、下側タンク部８５の左側端部はこの側面冷媒流路８８の下端部に連通している。そして、この側面冷媒流路８８の上端部は冷媒出口側熱交換部８２の上側タンク部８９の左側空間８９ａに連通しているので、冷媒はは側面冷媒流路８８を通過して左側空間８９ａに流入し、左側空間８９ａを矢印Ｂ４のように右側へ流れる。
【００１５】
ここで、上側タンク部８９の内部空間は仕切り板９０により左側空間８９ａと右側空間８９ｂとに仕切られている。このため、上側タンク部８９の左側空間８９ａ内の冷媒は次に、冷媒出口側熱交換部８２の左側冷媒流路８２ａを下降して下側タンク部９１内に至る。
【００１６】
この下側タンク部９１内には仕切り板が設けてないので、冷媒は下側タンク部９１内を矢印Ｂ５のように右側へ流れる。下側タンク部９１の右側領域から冷媒は冷媒出口側熱交換部８２の右側冷媒流路８２ｂを上昇して上側タンク部８９の右側空間８９ｂに至る。この右側空間８９ｂには蒸発器８の一方（右側）の側面部８３ａに配置した冷媒出口９２が連通しているので、右側空間８９ｂの冷媒は冷媒出口９２から蒸発器８の外部へ流出する。
【００１７】
なお、各冷媒流路８１ａ、８１ｂ、８２ａ、８２ｂは模式的に図示したが、実際にはいずれも並列配置された複数のチューブにより構成される。このチューブは周知のようにアルミニウム等の金属薄板の貼り合わせ構造にて構成される。
【００１８】
図１４の蒸発器冷媒流路構成では、冷媒入口側熱交換部８１および冷媒出口側熱交換部８２における冷媒流れ方向（蒸発器８の左右方向）に対して空気が直交する方向Ａに流れて、直交流の冷媒流路構成となっている。そして、空気流れ方向Ａの風下側に冷媒入口側熱交換部８１を配置し、空気流れ方向Ａの風上側に冷媒出口側熱交換部８２を配置することにより、対向流の冷媒流路構成となっている。
【００１９】
蒸発器上流側に配置される減圧装置は、通常、温度式膨張弁７（図１３）で構成され、この温度式膨張弁７により蒸発器出口冷媒が所定の過熱度となるようにサイクル循環冷媒流量が調整される。そのため、蒸発器８ではその冷媒出口側領域に冷媒の過熱域が形成され、蒸発器８の出口側冷媒温度が入口側冷媒温度よりも高くなる。
【００２０】
従って、上記のように空気流れ方向Ａに対して対向流の冷媒流路を構成することにより、冷媒入口側熱交換部８１および冷媒出口側熱交換部８２の双方において空気と冷媒との温度差を大きくして、蒸発器８の熱交換性能を向上できる。
【００２１】
また、蒸発器８の冷媒流路構成では、冷媒入口側から冷媒出口側へ向かうにつれて冷媒の蒸発が次第に進行し、気相冷媒の比率（乾き度）が増大するので、冷媒出口側流路では冷媒流速の上昇による圧損の増大が顕著となる。そこで、この圧損増大を低減するために、冷媒入口側熱交換部８１の冷媒流路８１ａ、８１ｂに比較して冷媒出口側熱交換部８２の冷媒流路８２ａ、８２ｂの流路断面積を大きくするように設計している。
【００２２】
従って、圧縮機稼働時（通常冷房・蓄冷時）において蒸発器８に冷媒が図１４の冷媒流れ方向で流れるように設定すると、図１３の従来技術では圧縮機停止時（放冷冷房時）に蒸発器８に冷媒が逆方向に流れるので、空気流れの風上側に入口側冷媒流路が位置し、空気流れの風下側に出口側冷媒流路が位置して、並行流の状態となる。そのため、出口側冷媒流路では空気と冷媒との温度差が大幅に減少し、熱交換性能が大幅に低下する。
【００２３】
また、圧縮機停止時（放冷冷房時）には流路断面積の大きい冷媒流路が冷媒入口側となり、流路断面積の小さい冷媒流路が冷媒出口側となるので、蒸発器８の圧損が圧縮機稼働時に比較して大幅に増大し、その結果、蒸発器８への冷媒循環流量が減少し、熱交換性能が更に低下する。
【００２４】
すなわち、図１３の従来技術によると、圧縮機停止時の蒸発器８への冷媒流れ方向が圧縮機稼働時と逆方向になるため、圧縮機停止時には蒸発器８の本来の熱交換性能を発揮できず、放冷冷房性能が著しく低下する。
【００２５】
本発明は上記点に鑑みて、蓄冷式の車両用空調装置において、圧縮機停止に伴う放冷冷房モード時における蒸発器の熱交換性能を圧縮機稼働時と同様に良好に発揮できるようにすることを目的とする。
【００２６】
【課題を解決するための手段】
上記目的を達成するため、請求項１に記載の発明では、少なくとも停車時に車両エンジン（４）を停止する制御を行う車両に搭載される車両用空調装置であって、車両エンジン（４）により駆動される圧縮機（１）と、圧縮機（１）から吐出された高圧冷媒の放熱を行う高圧側熱交換器（６）と、高圧側熱交換器（６）を通過した冷媒を減圧する減圧手段（７０）と、減圧手段（７０）により減圧された低圧冷媒を蒸発させて車室内へ送風される空気を冷却する蒸発器（８）と、圧縮機（１）の稼働時に低圧冷媒により冷却される蓄冷材（１１ａ）を有する蓄冷熱交換器（１１）と、蒸発器（８）の冷媒出口側に配置されるアキュムレータタンク（１２０）とを備え、
蓄冷熱交換器（１１）を蒸発器（８）の冷媒出口側とアキュムレータタンク（１２０）との間に設け、
アキュムレータタンク（１２０）の内部にて蓄冷熱交換器（１１）出口の低圧冷媒の気液を分離して、気相冷媒を圧縮機（１）の吸入側に導出するようになっており、
圧縮機（１）の稼働時に蓄冷熱交換器（１１）を通過した低圧冷媒がアキュムレータタンク（１２０）内部を通過して圧縮機（１）に吸入されるようにし、
アキュムレータタンク（１２０）内の液冷媒を蒸発器（８）に導入するポンプ手段（１４）を備え、
車両エンジン（４）が停止して圧縮機（１）が停止したときに、蒸発器（８）で蒸発した気相冷媒を蓄冷材（１１ａ）の蓄冷熱により冷却して凝縮し、この凝縮後の液冷媒をアキュムレータタンク（１２０）を通してポンプ手段（１４）により蒸発器（８）に導入するとともに、
圧縮機（１）の停止時における蒸発器（８）への冷媒流れ方向を圧縮機（１）の稼働時における蒸発器（８）への冷媒流れ方向と同一にしたことを特徴とする。
【００２７】
これにより、蓄冷式の車両用空調装置において、蒸発器（８）への冷媒流れが圧縮機停止時と圧縮機稼働時とで同一方向であるため、圧縮機停止に伴う放冷冷房時の蒸発器熱交換性能を圧縮機稼働時と同様に良好に発揮できる。
【００３５】
請求項１に記載の発明は、蒸発器出口側にアキュムレータタンク（１２０）を配置するアキュムレータ式冷凍サイクルに関するものであって、これにより、減圧手段として膨張弁（７）を使用しなくても圧縮機（１）への液冷媒戻り、ひいては液圧縮を防止できる。このように減圧手段として膨張弁（７）を使用しない場合は、蓄冷熱交換器（１１）を蒸発器（８）の冷媒出口側に設けてもサイクルの冷媒流量調節作用に支障は生じない。
【００３６】
また、蓄冷熱交換器（１１）を通過した低圧冷媒がアキュムレータタンク（１２０）内部を通過して圧縮機（１）に吸入されるから、蓄冷熱交換器（１１）での冷却作用により低圧冷媒が液化しても、その液冷媒はアキュムレータタンク（１２０）内に溜めることができる。従って、蓄冷熱交換器（１１）のための液冷媒貯留機能をアキュムレータタンク（１２０）に兼務させることができる。
【００３７】
そして、蒸発器（８）の冷媒流路での圧力損失分だけ、蒸発器（８）の冷媒出口側の方が冷媒入口側よりも低圧冷媒温度が低下するので、蒸発器出口側に蓄冷熱交換器（１１）を設けることにより、低圧冷媒温度と蓄冷材（１１ａ）との温度差が拡大して、蓄冷材（１１ａ）を効率よく冷却できる。
【００３８】
請求項２に記載の発明のように請求項１において、減圧手段（７０）は、具体的には固定絞りもしくは高圧冷媒状態に応動する可変絞りにて構成できる。
【００３９】
請求項３に記載の発明では、請求項１または２において、圧縮機（１）の稼働時に、低圧冷媒がポンプ手段（１４）をバイパスして蓄冷熱交換器（１１）に流れるようになっていることを特徴とする。
【００４０】
これにより、圧縮機稼働時にポンプ手段（１４）自体の存在により冷媒流量を減少させるといった不具合が生じない。
【００４１】
なお、上記各手段の括弧内の符号は、後述する実施形態に記載の具体的手段との対応関係を示すものである。
【００４２】
【発明の実施の形態】
（第１実施形態）
図１は第１実施形態による車両用空調装置の冷凍サイクルＲを示す。車両用空調装置の冷凍サイクルＲは冷媒を吸入、圧縮、吐出する圧縮機１を有し、この圧縮機１には動力断続用の電磁クラッチ２が備えられている。圧縮機１には電磁クラッチ２およびベルト３を介して車両エンジン４の動力が伝達されるので、電磁クラッチ２への通電を空調用制御装置５により断続することにより圧縮機１の運転が断続される。
【００４３】
圧縮機１から吐出された高温、高圧の過熱気相冷媒は高圧側熱交換器をなす凝縮器６に流入し、図示しない冷却ファンより送風される外気と熱交換して冷却され凝縮する。凝縮器６は凝縮部６ａと、凝縮部６ａを通過後の冷媒の気液を分離して液冷媒を溜めるとともに液冷媒を導出する受液器６ｂと、受液器６ｂからの液冷媒を過冷却する過冷却部６ｃとを一体に構成した周知のものである。
【００４４】
この過冷却部６ｃからの過冷却液冷媒は減圧手段をなす膨張弁７により低圧に減圧され、低圧の気液２相状態となる。膨張弁７は冷房用熱交換器をなす蒸発器８の出口冷媒の過熱度を調節するように弁７ａの開度（冷媒流量）を調節する温度式膨張弁である。特に、本例では、蒸発器８の出口冷媒が流れる蒸発器出口冷媒流路７ｂをボックス型のハウジング７ｃ内に構成して、蒸発器８の出口冷媒の感温機構をハウジング７ｃ内に一体構成するタイプの温度式膨張弁７を用いている。
【００４５】
蓄冷ユニット９は図１の２点鎖線枠内の機器を１つの組立ユニットとして一体的に構成しているものであって、温度式膨張弁７の弁７ａの出口流路を流路切替弁１０を介して蓄冷熱交換器１１に接続している。この蓄冷熱交換器１１は、蓄冷材を封入した多数の蓄冷材容器１１ａをタンク部材１１ｂの内部に配置したものである。
【００４６】
より具体的には、多数の蓄冷材容器１１ａをその容器相互間に冷媒が流通する隙間部を形成する状態でタンク部材１１ｂ内に配置する。ここで、蓄冷材容器１１ａの形態は具体的には図２（ａ）に示す冷媒流れ方向に沿って細長く延びる円筒状からなるスティックタイプ、図２（ｂ）に示すボールタイプ、図２（ｃ）に示すカプセルタイプのいずれでもよい。蓄冷材容器１１ａは樹脂製の薄膜状パック部材、あるいはアルミニュウム等の金属板材で形成することができる。
【００４７】
蓄冷材容器１１ａ内に封入する蓄冷材としては、低圧冷媒により冷却されて相変化（液相→固相）して凝固潜熱を蓄冷できる材料、すなわち、低圧冷媒温度よりも高い温度で凝固する材料を選択する。
【００４８】
ここで、低圧冷媒温度は蒸発器８でのフロスト防止のために、通常３〜４℃程度の温度に制御され、また、冷房時における車室内吹出空気温度の目標上限温度は冷房フィーリングの確保、蒸発器８からの悪臭防止等のために、通常は１２℃〜１５°程度の温度に設定される。
【００４９】
従って、蓄冷材としては、凝固点が上記低圧冷媒温度と冷房時吹出空気温度の目標上限温度との間に位置する材料が好ましく、具体的には、凝固点が６℃〜８℃程度のパラフィンが最適である。もちろん、低圧冷媒温度を０℃以下に制御すれば、蓄冷材として水（氷）を使用することもできる。
【００５０】
蓄冷材の蓄冷状態（凝固状態）を維持するためには、タンク部材１１ｂ内部を蓄冷材の凝固点以下の低温状態に維持する必要があるため、タンク部材１１ｂは断熱タンクとして構成する必要がある。従って、タンク部材１１ｂは断熱性に優れた樹脂タンク、あるいは金属タンク表面に断熱材を貼り付けたもの等を用いる。
【００５１】
なお、蓄冷熱交換器１１をシェルアンドチューブタイプの熱交換器として構成してもよく、その場合はシェル（タンク部材）内部に配置されるチューブにサイクル低圧冷媒を流通させ、そして、シェル内部においてチューブの外側空間に蓄冷材を充填してサイクル低圧冷媒により冷却すればよい。
【００５２】
そして、蓄冷ユニット９において蓄冷熱交換器１１より下方部位に液冷媒タンク部１２を配置し、この液冷媒タンク部１２は、後述の圧縮機停止に伴う放冷冷房モード時（図６）に、蓄冷熱交換器１１で凝縮した液冷媒を溜めるものである。なお、液冷媒タンク部１２を蓄冷熱交換器１１のタンク部材１１ｂの下部に一体に形成することが可能である。
【００５３】
液冷媒タンク部１２の上端部は流路切替弁１０と蓄冷熱交換器１１との間の冷媒流路１３に接続されている。液冷媒タンク部１２の下端部（底部）は、液冷媒循環用ポンプ手段をなす電動ポンプ１４に接続されている。
【００５４】
この電動ポンプ１４は放冷冷房モード時に、液冷媒タンク部１２内の液冷媒を吸入して逆止弁１５→流路切替弁１０→蒸発器８→蓄冷熱交換器１１を経て液冷媒タンク部１２に至る閉回路にて循環する。すなわち、蒸発器８には、後述の圧縮機稼働時（通常冷房時・蓄冷冷房時）および圧縮機停止時（放冷冷房モード時）の双方において常に同一方向Ｂに冷媒が流れるようにしてある。
【００５５】
ここで、電動ポンプ１４は、例えば、インペラ（羽根車）を用いた遠心式のポンプにより構成される。また、流路切替弁１０は具体的には、サーボモータのようなアクチュエータにより回転角が制御されるロータ式の弁体を有する電気制御弁であって、この弁体の回転角制御により後述の図４〜図６に示すように、温度式膨張弁７の出口流路を蓄冷熱交換器１１の入口側冷媒流路１３又は逆止弁１５側の冷媒流路に切り替える三方弁タイプの流路切替作用を果たすものである。
【００５６】
蒸発器８の出口冷媒流路１６は膨張弁７内部の蒸発器出口冷媒流路７ｂに接続される。この蒸発器８の出口冷媒流路１６の途中には蓄冷熱交換器１１の冷媒流路１７が接続されている。この冷媒流路１７は、圧縮機稼働時には蓄冷熱交換器１１にとって出口側流路となり、圧縮機停止時には蓄冷熱交換器１１にとって入口側流路となる。
【００５７】
また、蒸発器８内の具体的冷媒流路は、前述の図１４に例示する直交・対向流タイプの流路として構成され、且つ、図１４に示す冷媒入口側熱交換部８１の冷媒流路８１ａ、８１ｂに比較して冷媒出口側熱交換部８２の冷媒流路８２ａ、８２ｂの流路断面積を大きくするように設計してある。これにより、蒸発器８の出口側冷媒流路８２ａ、８２ｂにおいて気相冷媒の比率（乾き度）の増大→冷媒流速の上昇による圧損の増大を低減するようにしてある。
【００５８】
なお、図１の例では、膨張弁７を蓄冷ユニット９と別体として図示しているが、膨張弁７も蓄冷ユニット９の一部分として一体化し、膨張弁７と蓄冷ユニット９を一体状態にて車両に搭載するようにしてもよい。
【００５９】
蓄冷ユニット９は蓄冷熱交換器１１内部の低温状態を維持するためには蓄冷熱交換器１１内への熱の侵入をできるだけ抑制した方が良い。そのためには、蓄冷ユニット９を車室内、例えば、車室内前部の計器盤内側等に設置した方が良い。しかし、車室内のスペース的制約から車室内に蓄冷ユニット９の搭載スペースを確保できない場合は、蓄冷ユニット９を車室外、例えば、エンジンルール等に設置することになる。
【００６０】
図３は空調室内ユニット２０を示すものであり、空調室内ユニット２０は通常、車室内前部の計器盤内側に搭載される。空調室内ユニット２０の空調ケース２１は車室内へ向かって送風される空気の通路を構成するものであり、この空調ケース２１内に蒸発器８が設置されている。
【００６１】
空調ケース２１において、蒸発器８の上流側には送風機２２が配置され、送風機２２には遠心式送風ファン２２ａと駆動用モータ２２ｂが備えられている。送風ファン２２ａの吸入側には内外気切替箱２３が配置され、この内外気切替箱２３内の内外気切替ドア２３ａにより外気（車室外空気）または内気（車室内空気）が切替導入される。
【００６２】
空調ケース２１内で、蒸発器８の下流側にはエアミックスドア２４が配置され、このエアミックスドア２４の下流側には車両エンジン４の温水（冷却水）を熱源として空気を加熱する温水式ヒータコア２５が暖房用熱交換器として設置されている。
【００６３】
そして、この温水式ヒータコア２５の側方（上方部）には、温水式ヒータコア２５をバイパスして空気（冷風）を流すバイパス通路２６が形成されている。エアミックスドア２４は回動可能な板状ドアであり、温水式ヒータコア２５を通過する温風とバイパス通路２６を通過する冷風との風量割合を調節するものであって、この冷温風の風量割合の調節により車室内への吹出空気温度を調節する。従って、本例においてはエアミックスドア２４により車室内への吹出空気の温度調節手段が構成される。
【００６４】
温水式ヒータコア２５からの温風とバイパス通路２６からの冷風を空気混合部２７で混合して、所望温度の空気を作り出すことができる。さらに、空調ケース２１内で、空気混合部２７の下流側に吹出モード切替部が構成されている。すなわち、車両フロントガラス内面に空気を吹き出すデフロスタ開口部２８、車室内乗員の上半身に向けて空気を吹き出すフェイス開口部２９、および車室内乗員の足元に向けて空気を吹き出すフット開口部３０を吹出モードドア３１〜３３により開閉するようになっている。
【００６５】
蒸発器８の温度センサ３４は空調ケース２１内で蒸発器８の空気吹出直後の部位に配置され、蒸発器吹出温度Ｔｅを検出する。ここで、蒸発器温度センサ３４により検出される蒸発器吹出温度Ｔｅは、通常の空調装置と同様に、圧縮機１の電磁クラッチ２の断続制御や、圧縮機１が可変容量型である場合はその吐出容量制御に使用され、これらのクラッチ断続制御や吐出容量制御により蒸発器８の冷却能力を調節して、蒸発器８の吹出温度を制御する。
【００６６】
空調用制御装置５には、上記の温度センサ３４の他に、空調制御のために、内気温Ｔｒ、外気温Ｔａｍ、日射量Ｔｓ、温水温度Ｔｗ等を検出する周知のセンサ群３５から検出信号が入力される。また、車室内計器盤近傍に設置される空調制御パネル３６には乗員により手動操作される温度設定スイッチ、風量切替スイッチ、吹出モードスイッチ、内外気切替スイッチ、圧縮機１のオンオフ信号を発生するエアコンスイッチ等の種々な操作スイッチ群（図示せず）が備えられ、この操作スイッチ群の操作信号も空調用制御装置５に入力される。
【００６７】
また、空調用制御装置５はエンジン用制御装置３７に接続されており、エンジン用制御装置３７から空調用制御装置５には車両エンジン４の回転数信号、車速信号等が入力される。空調用制御装置５は上記の各種入力信号に基づいて所定の演算処理を行って、電磁クラッチ２、流路切替弁１０、電動ポンプ１４等の作動を制御する。
【００６８】
エンジン用制御装置３７は周知のごとく車両エンジン４の運転状況等を検出するセンサ群３８からの信号に基づいて車両エンジン４への燃料噴射量、点火時期等を総合的に制御するものである。さらに、本実施形態の対象とするエコラン車においては、車両エンジン４の回転数信号、車速信号、ブレーキ信号等に基づいて停車状態を判定すると、エンジン用制御装置３７は、点火装置の電源遮断、燃料噴射の停止等により車両エンジン４を自動的に停止させる。
【００６９】
また、エンジン停止後、運転者の運転操作により車両が停車状態から発進状態に移行すると、エンジン用制御装置３７は車両の発進状態をアクセル信号等に基づいて判定して、車両エンジン４を自動的に始動させる。なお、空調用制御装置５は、車両エンジン４停止後の放冷冷房モードの時間が長時間に及び、蓄冷熱交換器１１の蓄冷熱量による冷房を持続できない状態になった時はエンジン再稼働要求の信号をエンジン用制御装置３７に出力する。
【００７０】
空調用制御装置５およびエンジン用制御装置３７はＣＰＵ、ＲＯＭ、ＲＡＭ等からなる周知のマイクロコンピュータと、その周辺回路にて構成されるものである。なお、空調用制御装置５およびエンジン用制御装置３７を１つの制御装置として統合してもよい。
【００７１】
次に、上記構成において第１実施形態の作動を説明する。図４は車両走行時の通常冷房モード時の作動を示すものであり、この通常冷房モード時では車両エンジン４によって圧縮機１を駆動することにより冷凍サイクルＲが運転される。従って、圧縮機１から吐出された高圧気相冷媒が凝縮器６にて冷却され、過冷却状態の液冷媒となって膨張弁７に流入する。この膨張弁７の弁部７ａで高圧液冷媒が減圧されて低温低圧の気液２相状態となる。
【００７２】
ここで、通常冷房モード時には空調制御装置５の制御出力により流路切替弁１０が、膨張弁７の出口流路と蓄冷熱交換器１１との間を遮断し、膨張弁７の出口流路を電動ポンプ１４側の流路に連通させる状態に操作される。このとき、電動ポンプ１４側の流路への冷媒流入は逆止弁１５の閉弁により阻止される。
【００７３】
従って、膨張弁７を通過した低圧冷媒の全量が図４の太線矢印に示すように蒸発器８に流入し、蒸発器８において空調ケース２１内の送風空気から低圧冷媒が吸熱して蒸発し、気相冷媒となる。この気相冷媒は、蒸発器８の出口冷媒流路１６および膨張弁７内部の蒸発器出口冷媒流路７ｂを経て圧縮機１に吸入され、再度圧縮される。蒸発器８にて吸熱された冷風はフェイス開口部２９等から車室内へ吹き出して車室内を冷房する。
【００７４】
次に、車両走行時において、冷房熱負荷が所定量以下に低下して、冷房能力に余裕が生じたとき、あるいは、車両減速時、すなわち、車両の慣性動力により圧縮機１を駆動することができて、車両エンジン４による圧縮機駆動動力を節減できる状態を空調制御装置５にて判定したときは、通常冷房モードから蓄冷冷房モードに切り替える。
【００７５】
ここで、冷房熱負荷が所定量以下に低下した状態は、具体的には、例えば、蒸発器吹出温度Ｔｅが所定温度以下に低下したこと等に基づいて判定できる。車両減速時は車速等に基づいて判定できる。
【００７６】
蓄冷冷房モードにおいては空調制御装置５の制御出力により流路切替弁１０が図５に示すように膨張弁７の出口流路と蓄冷熱交換器１１との間を連通する状態に操作される。従って、膨張弁７の出口流路に蒸発器８と蓄冷熱交換器１１が並列接続された状態となり、膨張弁７を通過した低圧冷媒が図５の太線矢印のように蒸発器８と蓄冷熱交換器１１とに並列に流れる。
【００７７】
これにより、蒸発器８においては空調ケース２１内の送風空気から低圧冷媒が吸熱して蒸発することにより送風空気が冷却され、蒸発器８通過後の冷風がフェイス開口部２９等から車室内へ吹き出して車室内を冷房する。これと同時に、蓄冷熱交換器１１においては蓄冷材への蓄冷が行われる。
【００７８】
すなわち、蒸発器８の冷房熱負荷が低下すると、膨張弁７の弁部７ａの開度が減少し、冷凍サイクルの低圧圧力が低下し、低圧冷媒温度が蓄冷熱交換器１１の蓄冷材の凝固点より低下するようになる。従って、蓄冷熱交換器１１では低圧冷媒の蒸発により蓄冷材の凝固が開始され、蓄冷材に対して凝固潜熱が蓄冷される。そして、蒸発器８および蓄冷熱交換器１１で蒸発した気相冷媒は、蒸発器８の出口冷媒流路１６および膨張弁７内部の蒸発器出口冷媒流路７ｂを経て圧縮機１に吸入され、再度圧縮される。
【００７９】
ところで、液冷媒タンク部１２は蓄冷熱交換器１１の入口側の冷媒流路１３および蓄冷熱交換器１１より下方位置に配置されているので、蓄冷冷房モードにおいて冷媒流路１３から蓄冷熱交換器１１に流入する気液２相状態の低圧冷媒のうち、一部の液冷媒が気相冷媒との密度差にて分離され、液冷媒タンク部１２内に溜まる。
【００８０】
次に、信号待ち等の停車時に車両エンジン４を自動的に停止する場合について説明すると、停車時には空調作動状態（送風機２２の作動状態）であっても、車両エンジン４の停止に伴って冷凍サイクルＲの圧縮機１も強制的に停止状態となる。そこで、空調用制御装置５ではこの停車時の車両エンジン（圧縮機）停止状態を判定して、図６に示すように、空調制御装置５の制御出力により流路切替弁１０が通常冷房モード時と同じ状態に操作される。
【００８１】
すなわち、流路切替弁１０は、膨張弁７の出口流路と蓄冷熱交換器１１との間を遮断し、膨張弁７の出口流路を電動ポンプ１４側の流路に連通させる状態に操作される。また、空調制御装置５の制御出力により蓄冷ユニット９内の電動ポンプ１４に給電し、電動ポンプ１４を作動させる。
【００８２】
これにより、冷凍サイクルＲでは図６の太線矢印に示すように、液冷媒タンク部１２→電動ポンプ１４→逆止弁１５→流路切替弁１０→蒸発器８→冷媒流路１６、１７→蓄冷熱交換器１１→液冷媒タンク部１２からなる冷媒循環回路が形成されるとともに、液冷媒タンク部１２内の液冷媒が蒸発器８に導入される。
【００８３】
従って、蒸発器８では液冷媒タンク部１２からの液冷媒が送風機２２の送風空気から吸熱して蒸発するので、圧縮機停止後においても蒸発器８の冷却作用を継続でき、車室内の冷房作用を継続できる。蒸発器８で蒸発した気相冷媒の温度は蓄冷熱交換器１１の蓄冷材の凝固点より高いので、蓄冷材は気相冷媒から融解潜熱を吸熱して固相から液相に相変化（融解）する。これにより、気相冷媒は蓄冷材により冷却され液化する。この液冷媒は重力により落下して液冷媒タンク部１２に蓄えられる。
【００８４】
そして、蓄冷材が液相に相変化していくことにより、液冷媒タンク部１２内の液冷媒量が次第に減少していくが、液冷媒タンク部１２内の液冷媒が残存している間、停車時（圧縮機停止時）の車室内冷房作用を継続できる。
【００８５】
なお、信号待ちによる停車時間は通常、１〜２分程度の短時間であるから、蓄冷材として、凝固点＝６℃、凝固潜熱＝２２９ｋＪ／ｋｇのパラフィンを、４２０ｇ程度用いることにより、１〜２分程度の停車時の間、車室内冷房作用を継続できることを確認している。
【００８６】
ところで、図４〜図６に示すように、通常冷房モード、蓄冷冷房モード、および放冷冷房モードのいずれにおいても、蒸発器８における冷媒流れ方向は、膨張弁７の出口流路から蒸発器出口流路１６へ向かう同一方向Ｂである。従って、圧縮機停止に伴う放冷冷房モード時における蒸発器８の熱交換性能を圧縮機稼働時と同様に良好に発揮できる。
【００８７】
以下このことを具体的に説明すると、第１実施形態の冷凍サイクルＲでは、減圧装置として温度式膨張弁７を用いて、この温度式膨張弁７により蒸発器出口冷媒が所定の過熱度となるようにサイクル循環冷媒流量が調整される。そのため、蒸発器８ではその冷媒出口側領域に冷媒の過熱域が形成され、蒸発器８の出口側冷媒温度が入口側冷媒温度よりも高くなる。
【００８８】
従って、図１４に示すように空気流れ方向Ａに対して対向流の冷媒流路を構成することにより、冷媒入口側熱交換部８１および冷媒出口側熱交換部８２の双方において空気と冷媒との温度差を大きくして、蒸発器８の熱交換性能を向上できる。
【００８９】
また、蒸発器８の冷媒流路構成では、冷媒入口側から冷媒出口側へ向かうにつれて冷媒の蒸発が次第に進行し、気相冷媒の比率（乾き度）が増大するので、冷媒出口側流路では冷媒流速の上昇による圧損の増大が顕著となる。そこで、第１実施形態の蒸発器８では、冷媒入口側熱交換部８１の冷媒流路８１ａ、８１ｂに比較して冷媒出口側熱交換部８２の冷媒流路８２ａ、８２ｂの流路断面積を大きくするように設計して、この圧損増大を低減している。
【００９０】
そして、上記の３つの冷房モードにおける蒸発器８での冷媒流れ方向がすべて同一方向Ｂであるため、対向流による熱交換性能の向上効果および冷媒出口側流路８２ａ、８２ｂでの圧損増大の低減効果を放冷冷房モード時にも他のモードと同様に発揮できる。
【００９１】
なお、図１３の従来技術において、放冷冷房モード時に遠心式の電動ポンプ４２の作動により、蓄冷熱交換器４０→電動ポンプ４２→電磁弁４１→蓄液タンク４３→蒸発器８の方向に冷媒を循環させれば、放冷冷房モード時にも蒸発器８に対して圧縮機稼働時と同一方向へ冷媒を流すことが可能となる。しかし、このようにすると、蓄冷冷房モード時に、電動ポンプ４２のポンプ機構部を正規の冷媒流れ方向と逆方向に冷媒が流れ、この電動ポンプ４２を通して蓄冷熱交換器４０に冷媒が流れるので、蓄冷熱交換器４０への冷媒流れが電動ポンプ４２のポンプ機構部により著しく制限される。その結果、蓄冷熱交換器１１への冷媒流量が減少して蓄冷熱交換器４０における蓄冷能力が極端に低下するので、実際はこのような対策を採用できない。
【００９２】
これに対し、第１実施形態によると、蓄冷冷房モード時に流路切替弁１０から冷媒流路１３を通過して蓄冷熱交換器１１に冷媒が流れ、電動ポンプ４２をバイパスして冷媒が流れるので、電動ポンプ４２の存在により蓄冷熱交換器１１への冷媒流量が減少することは全くない。
【００９３】
なお、第１実施形態では、図４の通常冷房モード時に、流路切替弁１０、電動ポンプ１４、液冷媒タンク部１２を通過して蓄冷熱交換器１１に冷媒が流れることを防止するために、逆止弁１５を用いているが、通常冷房モード時に、停止状態にある電動ポンプ１４自身の流路抵抗により蓄冷熱交換器１１への冷媒流入を僅少量に制限できるのであれば、逆止弁１５を廃止できる。
【００９４】
また、逆止弁１５の機能を流路切替弁１０に一体化してもよい。つまり、流路切替弁１０を、（１）通常冷房モード時には蓄冷熱交換器１１側および電動ポンプ１４側の流路を両方とも遮断し、（２）蓄冷冷房モード時には蓄冷熱交換器１１側の流路のみ連通状態とし、電動ポンプ１４側の流路は遮断状態とし、（３）放冷冷房モード時には電動ポンプ１４側の流路のみ連通状態とし、蓄冷熱交換器１１側の流路は遮断状態とするように構成してもよい。
【００９５】
（第２実施形態）
上記の第１実施形態では、蓄冷冷房モード時に蓄冷熱交換器１１側の流路を蒸発器８の冷媒流路に対して並列接続し、蒸発器８と蓄冷熱交換器１１とに冷媒が並列に流れるように構成しているが、第２実施形態では蓄冷熱交換器１１を蒸発器８の入口側冷媒流路に直列に配置し、圧縮機稼働時には蓄冷熱交換器１１と蒸発器８との直列流路に常に冷媒が流れるようにし、それにより、第１実施形態の流路切替弁１０を廃止する。
【００９６】
図７は第２実施形態による通常冷房・蓄冷モードの状態を示し、図８は第２実施形態による放冷冷房モードの状態を示す。なお、第２実施形態では圧縮機稼働時に蓄冷熱交換器１１と蒸発器８との直列流路に常に冷媒が流れるので、第１実施形態の通常冷房モードと蓄冷冷房モードとを合体した通常冷房・蓄冷モードが設定されるだけとなる。
【００９７】
図７、図８において、第１実施形態と同等部分には同一符号を付して説明を省略し、相違点のみを以下具体的に説明する。膨張弁７の弁７ａの出口部に接続される蒸発器８の入口側冷媒流路１８に蓄冷熱交換器１１を配置し、蓄冷熱交換器１１を第１逆止弁１５ａを介して蒸発器８の入口部に接続している。そして、蓄冷熱交換器１１の下方位置に配置される液冷媒タンク部１２と電動ポンプ１４とを、第１逆止弁１５ａと並列に設けている。
【００９８】
ここで、電動ポンプ１４は液冷媒タンク部１２内の液冷媒を吸入して蒸発器８の入口部に向けて吐出するように構成されている。第１逆止弁１５ａは電動ポンプ１４の作動時に閉弁して、ポンプ吐出冷媒が直接、液冷媒タンク部１２側へ向かうことを阻止する。
【００９９】
一方、蒸発器８の出口冷媒流路１６は膨張弁７内の蒸発器出口冷媒流路７ｂに接続されるとともに、冷媒戻し流路１９を経て蓄冷熱交換器１１の冷媒入口側に接続される。この冷媒戻し流路１９には第２逆止弁１５ｂを設け、この第２逆止弁１５ｂにより膨張弁７の出口冷媒が直接、蒸発器８の出口冷媒流路１６へ向かうことを阻止するようになっている。
【０１００】
次に、第２実施形態の作動を説明する。図７は車両走行時の通常冷房・蓄冷モード時の作動を示すものであり、この通常冷房・蓄冷モード時では車両エンジン４によって圧縮機１を駆動することにより冷凍サイクルＲが運転され、図７の太線矢印に示すように、膨張弁７通過後の低圧冷媒が蓄冷熱交換器１１と蒸発器８との直列流路に常に流れる。
【０１０１】
従って、膨張弁７通過後の低温の低圧冷媒により先ず蓄冷熱交換器１１の蓄冷材が冷却され、蓄冷材への蓄冷を行う。そして、蓄冷熱交換器１１を通過した低圧冷媒は次に蒸発器８において空調ケース２１内の送風空気から吸熱して蒸発し、気相冷媒となる。この気相冷媒は、蒸発器８の出口冷媒流路１６および膨張弁７内部の蒸発器出口冷媒流路７ｂを経て圧縮機１に吸入され、再度圧縮される。蒸発器８にて冷却された冷風はフェイス開口部２９等から車室内へ吹き出して車室内を冷房する。なお、蓄冷熱交換器１１を通過した低圧冷媒中の一部の液冷媒が重力にて下方の液冷媒タンク部１２に溜まる。
【０１０２】
通常冷房・蓄冷モード時は液冷媒循環用の電動ポンプ１４の作動が不要であるため、空調制御装置５の出力により電動ポンプ１４が停止している。このため、電動ポンプ１４が流通抵抗となるので、液冷媒タンク部１２の液冷媒が電動ポンプ１４を介して蒸発器８の入口側に流入する量は僅少である。
【０１０３】
次に、通常冷房・蓄冷モード時における蓄冷ユニット９での冷媒の挙動をより具体的に説明すると、夏期の高外気温時に冷房を始動する場合には蒸発器８の吸い込み空気温度が４０℃以上にも及ぶ高温となり、蒸発器８の冷房熱負荷が非常に大きくなる。このような冷房高負荷条件の下では、蒸発器８の出口冷媒の過熱度が過大となり、膨張弁７の弁部７ａの開度が全開となり、冷凍サイクルの低圧圧力が上昇する。
【０１０４】
そのため、蓄冷ユニット９の蓄冷熱交換器１１に流入する低圧冷媒の温度が蓄冷熱交換器１１の蓄冷材の凝固点（６〜８℃程度）より高い温度となる。従って、蓄冷材は低圧冷媒との熱交換で凝固せず、蓄冷材から顕熱分を吸熱するだけである。その結果、冷房高負荷条件では低圧冷媒が蓄冷熱交換器１１にて吸熱する熱量は僅少量となる。そのため、低圧冷媒のほとんどは蓄冷熱交換器１１を持たない通常の空調装置と同様に蒸発器８にて車室内吹出空気から吸熱して蒸発する。
【０１０５】
なお、冷房高負荷時には、通常、図３の内外気切替箱２３から内気を吸入する内気モードが選択されるから、冷房始動後の時間経過により蒸発器８の吸い込み空気温度が低下し、冷房熱負荷が低下する。これにより、蒸発器８の出口冷媒の過熱度が減少するので、膨張弁７の弁部７ａの開度が減少し、冷凍サイクルの低圧圧力が低下し、低圧冷媒温度が低下する。
【０１０６】
そして、低圧冷媒温度が蓄冷熱交換器１１の蓄冷材の凝固点より低下すると、蓄冷材の凝固が開始され、低圧冷媒は蓄冷材から凝固潜熱を吸熱するので、蓄冷材からの吸熱量が増加する。しかし、蓄冷材がこのように凝固潜熱を蓄冷する段階に至った時点では、既に、冷房熱負荷の低下により低圧冷媒温度が十分低下し、車室内吹出空気が十分低下している。
【０１０７】
従って、蓄冷材への凝固潜熱の蓄冷作用によって、冷房高負荷条件における急速冷房性能（クールダウン性能）が大きく阻害されることがない。換言すると、蓄冷熱交換器１１を冷房用蒸発器８の冷媒回路に直列接続し、蓄冷熱交換器１１に低圧冷媒が常に流れても、冷房高負荷条件における急速冷房性能を、僅少量低下させるだけであり、良好に発揮できる。
【０１０８】
次に、信号待ち等の停車時に車両エンジン４を自動的に停止する場合について説明すると、停車時には空調作動状態（送風機２２の作動状態）であっても、車両エンジン４の停止に伴って冷凍サイクルＲの圧縮機１も強制的に停止状態となる。そこで、空調用制御装置５ではこの停車時の車両エンジン（圧縮機）停止状態を判定して、蓄冷ユニット９内の電動ポンプ１４に給電し、電動ポンプ１４を作動させる。
【０１０９】
これにより、蓄冷熱交換器１１タ下部の液冷媒タンク部１２に溜まっている液冷媒を電動ポンプ１４が吸入して、蒸発器８の入口側に向かって液冷媒を吐出する。この電動ポンプ１４による液冷媒の吸入、吐出作用によって、第１逆止弁１５ａには冷媒圧力が逆方向に作用して第１逆止弁１５ａは閉弁する。これに反し、第２逆止弁１５ｂには冷媒圧力が順方向に作用して第２逆止弁１５ｂは開弁する。
【０１１０】
そのため、図８の太線矢印に示すように、液冷媒タンク部１２→電動ポンプ１４→蒸発器８→出口冷媒流路１６→冷媒戻し流路１９→第２逆止弁１５ｂ→蓄冷熱交換器１１→液冷媒タンク部１２からなる冷媒循環回路で冷媒が循環する。
【０１１１】
従って、蒸発器８では液冷媒タンク部１２からの液冷媒が送風機２２の送風空気から吸熱して蒸発するので、圧縮機停止後においても蒸発器８の冷却作用を継続でき、車室内の冷房作用を継続できる。
【０１１２】
蒸発器８で蒸発した気相冷媒は、蓄冷熱交換器１１を通過する際に蓄冷材の融解潜熱により冷却され凝縮する。この液冷媒は重力により落下して液冷媒タンク部１２に蓄えられる。
【０１１３】
そして、蓄冷材が凝固潜熱を気相冷媒から吸熱して液相に相変化していくことにより、液冷媒タンク部１２内の液冷媒量が減少していくが、液冷媒タンク部１２内の液冷媒が残存している間、停車時（圧縮機停止時）の車室内冷房作用を継続できる。
【０１１４】
ところで、第２実施形態においても、通常冷房・蓄冷モード時および放冷冷房モード時の双方において、蒸発器８には同一方向Ｂに冷媒が流れるから、第１実施形態と同様に蒸発器８の熱交換性能を常に良好な状態に維持できる。
【０１１５】
また、第２実施形態では、第１実施形態と異なり、「冷房用蒸発器８に対して蓄冷熱交換器１１を直列接続する」構成を備えているので、次に、この第２実施形態に独自の構成による有利さを第１実施形態との対比により詳述する。第１実施形態では、空調用冷凍サイクルＲにおいて蓄冷材を内蔵する蓄冷熱交換器１１を圧縮機稼働時における冷媒流れに対して冷房用蒸発器８と並列に設けているので、蓄冷熱交換器１１の冷媒流路を冷凍サイクルの運転状況に応じて流路切替弁１０により切り替えることが必須となる。このことは前述の従来技術（特開２０００−３１３２２６号公報）も同じである。
【０１１６】
これに反し、本実施形態によると、冷房用蒸発器８に対して蓄冷熱交換器１１を直列接続しているから、夏期の冷房始動時のように冷房熱負荷が非常に高い条件においても、サイクル循環冷媒流量の全量が冷房用蒸発器８を通過するから、蓄冷熱交換器１１の追加により冷房用蒸発器８への循環冷媒流量が減少することはない。
【０１１７】
しかも、蓄冷熱交換器１１における蓄冷材の凝固点を前述のように冷房時吹出空気温度の目標上限温度（１２〜１５℃程度）よりも低い温度（６〜８℃程度）に設定することにより、冷房高熱負荷条件における低圧冷媒の温度よりも蓄冷材の凝固点が低い温度となる。このため、冷房高熱負荷条件では蓄冷材は低圧冷媒との熱交換で凝固せず、顕熱分の吸熱が僅かに行われるだけである。
【０１１８】
そのため、低圧冷媒の大部分は蓄冷熱交換器１１を持たない通常の空調装置と同様に蒸発器８にて車室内吹出空気から吸熱して蒸発する。つまり、蓄冷熱交換器１１への冷媒流れの切替のための特別の操作を行わなくても、冷房高熱負荷条件における冷房用蒸発器８の最大冷却能力を良好に発揮できる。
【０１１９】
また、蓄冷熱交換器１１における蓄冷材の凝固が完了し、蓄冷完了状態になると、蓄冷熱交換器１１における低圧冷媒の吸熱はほとんどなくなるが、蓄冷熱交換器１１を冷房用蒸発器８の入口側に配置しているため、膨張弁７は蒸発器８の出口冷媒の過熱度を感知して冷媒流量を調節できる。従って、蓄冷完了後においても、蒸発器８の冷房熱負荷に応じた適切な冷媒流量を蒸発器８に供給できる。
【０１２０】
なお、図９は第２実施形態の比較例であり、この比較例のように、蓄冷熱交換器１１をもし蒸発器８の出口側冷媒流路１６に配置すると、蒸発器８の出口冷媒が過熱度を持っていても蓄冷材の蓄冷（凝固）完了状態では蒸発器８の出口冷媒が蓄冷材により冷却されて過熱度が小さくなってしまう。その結果、膨張弁７の開度が減少して、蒸発器８の冷房熱負荷に対して冷媒流量が過小になるという不具合が生じる。これに対し、第２実施形態では蓄冷熱交換器１１を冷房用蒸発器８の入口側に配置することによりこのような不具合が生じない。
【０１２１】
（第３実施形態）
上記の第１、第２実施形態では、減圧手段として膨張弁７を用い、膨張弁７により蒸発器８の出口冷媒の過熱度を調節する冷凍サイクルについて説明したが、第３実施形態は蒸発器８の出口側（圧縮機１の吸入側）にアキュムレータを配置し、このアキュムレータにおいて蒸発器出口冷媒の気液を分離して液冷媒を溜めて、気相冷媒を圧縮機１に吸入させるアキュムレータ式の冷凍サイクルに蓄冷熱交換器１１を組み合わせるものである。
【０１２２】
図１０、図１１は第３実施形態を示すものであり、第１、第２実施形態と同等部分には同一符号を付して説明を省略する。また、制御装置５、３７等の電気制御部は第１、第２実施形態と同じであるので、図１０、図１１ではこの電気制御部の図示を省略している。
【０１２３】
アキュムレータ式の冷凍サイクルにおいては、蒸発器８の出口側にアキュムレータタンク１２０を配置するので、第３実施形態ではこのアキュムレータタンク１２０に着目して蓄冷ユニット９をアキュムレータタンク１２０と一体に構成する。
【０１２４】
すなわち、第３実施形態では、蒸発器８の出口側冷媒流路に蓄冷ユニット９の蓄冷熱交換器１１を配置するとともに、この蓄冷熱交換器１１のタンク部材１１ｂをアキュムレータタンク１２０の上方側に一体に構成する。従って、アキュムレータタンク１２０が第１、第２実施形態の液冷媒タンク部１２の役割を兼務する。
【０１２５】
アキュムレータタンク１２０の内部にはＵ状に曲げ形成された出口パイプ１２１が配置され、この出口パイプ１２１のＵ状の底部にオイル戻し穴（図示せず）を開口し、このオイル戻し穴から液冷媒中に含まれる圧縮機潤滑用オイルを吸い込むようになっている。また、出口パイプ１２１のＵ状一端部に気相冷媒吸入口１２１ａを設け、この気相冷媒吸入口１２１ａをアキュムレータタンク１２０内の下部に溜まる液冷媒よりも上方の空間に開口することにより、アキュムレータタンク１２０内の上部の気相冷媒を吸入口１２１ａから出口パイプ１２１内に吸入するようになっている。出口パイプ１２１の他端側はアキュムレータタンク１２０の上面部からタンク外部へ取り出して、圧縮機１の吸入側に接続するようになっている。
【０１２６】
そして、アキュムレータタンク１２０の底面部と蒸発器８の入口側流路との間を連通する冷媒戻し流路１９を設け、この冷媒戻し流路１９に液冷媒循環用の電動ポンプ１４および逆止弁１５ｂを配置し、アキュムレータタンク１２０内の液冷媒を電動ポンプ１４により吸入して蒸発器８の入口側へ向かって吐出する。逆止弁１５ｂは図７〜図９の第２逆止弁１５ｂと同様のものである。
【０１２７】
なお、第３実施形態はアキュムレータ式の冷凍サイクルに関するものであって、アキュムレータタンク１２０にて蒸発器出口冷媒の気液を分離して液冷媒を溜める。そして、出口パイプ１２１の気相冷媒吸入口１２１ａから気相冷媒を吸入して圧縮機１の吸入側に送り込むことができる。
【０１２８】
従って、蒸発器出口冷媒の過熱度の調節を行わなくても圧縮機１の液冷媒圧縮を防止できるので、第３実施形態では減圧装置７０としてキャピラリチューブ、オリフィス等の固定絞り、あるいは高圧冷媒圧力に応動する可変絞り等を使用することができる。これらの減圧装置７０は、過熱度制御機構を持つ温度式膨張弁７に比して構成が簡素で、安価である。
【０１２９】
図１０は第３実施形態による車両走行時の通常冷房・蓄冷モードであり、車両エンジン４により圧縮機１が駆動されることにより、図１０の太線矢印で示す回路、すなわち、圧縮機１の吐出側→凝縮器６→減圧装置７０→蒸発器８→蓄冷熱交換器１１→アキュムレータタンク１２０→圧縮機１の吸入側に至る回路にて冷媒が循環し、蒸発器８にて低圧冷媒が空調ケース２１内の送風空気から吸熱して蒸発することにより送風空気が冷却され車室内の冷房を行うことができる。
【０１３０】
また、蓄冷熱交換器１１において蓄冷材を低圧冷媒により冷却して凝固させることにより蓄冷材への蓄冷を行う。なお、通常冷房・蓄冷モードでは、電動ポンプ１４は第１、第２実施形態と同様に停止しており、また、逆止弁１５ｂは閉弁している。
【０１３１】
図１１は第３実施形態による停車時の放冷冷房モードであり、このときは電動ポンプ１４を作動させ、図１１の太線矢印で示す回路により冷媒を循環させる。すなわち、アキュムレータタンク１２０内の液冷媒を電動ポンプ１４にて吸入、吐出することにより、電動ポンプ１４→逆止弁１５ｂ（開弁状態）→蒸発器８→蓄冷熱交換器１１→アキュムレータタンク１２０に至る回路にて冷媒が循環する。
【０１３２】
これにより、アキュムレータタンク１２０内の貯留液冷媒を蒸発器８に循環するとともに、蒸発器８で蒸発した気相冷媒を蓄冷熱交換器１１により冷却、液化させることにより、第３実施形態においても停車時の放冷冷房機能を良好に発揮できる。
【０１３３】
ところで、第３実施形態はアキュムレータ式の冷凍サイクルであるため、蒸発器８の出口側に蓄冷熱交換器１１を直列接続している。これは次の理由による。すなわち、アキュムレータ式の冷凍サイクルでは、減圧装置７０をキャピラリチューブ、オリフィス等の固定絞り、あるいは高圧冷媒圧力に応動する可変絞り等により構成することができ、膨張弁７を使用する必要がない。従って、蒸発器８の出口側に蓄冷熱交換器１１を直列接続しても、前述の蒸発器出口冷媒の過熱度調節の不具合が生じない。
【０１３４】
そして、蒸発器８の冷媒流路を流れる冷媒流れには必ず圧力損失が発生するので、蒸発器８の入口側に比して出口側の方が冷媒圧力（蒸発圧力）が低下する。ここで、アキュムレータ式の冷凍サイクルでは、アキュムレータタンク１２０内部に冷媒の気液界面が形成され冷媒が飽和状態になっているので、蒸発器８内の冷媒が過熱状態にならない。そのため、蒸発器８の出口側では冷媒圧力の低下に伴って冷媒温度（蒸発温度）が必ず入口側よりも低下する。
【０１３５】
従って、アキュムレータ式の冷凍サイクルにおいて、蒸発器８の出口側に蓄冷熱交換器１１を直列接続することにより、蓄冷材をより低温の冷媒にて冷却でき、蓄冷材と冷媒との温度差を拡大して熱交換効率を向上でき、蓄冷材の凝固をより短時間で完了できる。
【０１３６】
因みに、図１２は第３実施形態の比較例であり、蒸発器８の入口側に蓄冷熱交換器１１を直列接続しているので、蓄冷材を冷却する低圧冷媒の温度が第３実施形態より高くなり、蓄冷材の冷却能力が第３実施形態より低下する。
【０１３７】
なお、第３実施形態は、蒸発器８における入口側冷媒温度よりも出口側冷媒温度の方が低下するアキュムレータ式の冷凍サイクルであるから、蒸発器８における冷媒流路構成は、図１４の対向流ではなく並行流とする。すなわち、図１４において、空気流れ方向Ａの風上側に冷媒入口側熱交換部８１を配置し、空気流れ方向Ａの風下側に冷媒出口側熱交換部８２を配置している。これにより、アキュムレータ式冷凍サイクルの蒸発器８において、冷媒入口側熱交換部８１および冷媒出口側熱交換部８２の双方において空気と冷媒との温度差を大きくして、熱交換性能を向上できる。
【０１３８】
そして、第３実施形態においても、通常冷房・蓄冷モード時および放冷冷房モード時の双方において、蒸発器８には同一方向Ｂに冷媒が流れるから、第１、第２実施形態と同様に蒸発器８の熱交換性能を常に良好な状態に維持できる。
【０１３９】
なお、第３実施形態において逆止弁１５ｂは電動ポンプ１４の停止時、すなわち、通常冷房・蓄冷モード時に閉弁することにより、減圧装置７０出口側の低圧冷媒が冷媒戻し流路１９を経てアキュムレータタンク１２０に流入することを防止するものであるから、電動ポンプ１４自身の停止時の流通抵抗により低圧冷媒の上記流れを実用上問題のないレベルに低下できるのであれば、逆止弁１５ｂを廃止してもよい。
【図面の簡単な説明】
【図１】本発明の第１実施形態を示す冷凍サイクルの回路図である。
【図２】図１の蓄冷材容器を例示する斜視図である。
【図３】第１実施形態による空調室内ユニット部の概略断面図である。
【図４】第１実施形態による通常冷房モード時の作動説明用の回路図である。
【図５】第１実施形態による蓄冷冷房モード時の作動説明用の回路図である。
【図６】第１実施形態による放冷冷房モード時の作動説明用の回路図である。
【図７】第２実施形態による通常冷房・蓄冷モード時の作動説明用の回路図である。
【図８】第２実施形態による放冷冷房モード時の作動説明用の回路図である。
【図９】第２実施形態の比較例による通常冷房・蓄冷モード時の作動説明用の回路図である。
【図１０】第３実施形態による通常冷房・蓄冷モード時の作動説明用の回路図である。
【図１１】第３実施形態による放冷冷房モード時の作動説明用の回路図である。
【図１２】第３実施形態の比較例による通常冷房・蓄冷モード時の作動説明用の回路図である。
【図１３】従来装置の冷凍サイクルの回路図である。
【図１４】従来装置および本発明の第１、第２実施形態で用いる蒸発器の冷媒流路の概略説明図である。
【符号の説明】
１…圧縮機、４…車両エンジン、６…凝縮器（高圧側熱交換器）、
７…膨張弁（減圧手段）、７０…固定絞り等の減圧装置（減圧手段）、
８…蒸発器、９…蓄冷ユニット、１０…タンク部材、１１…蓄冷熱交換器、
１１ａ…蓄冷材容器、１５…電動ポンプ。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a cold storage type vehicle air conditioner that is applied to a vehicle that temporarily stops a vehicle engine that is a drive source of a compressor when the vehicle is stopped.
[0002]
[Prior art]
In recent years, vehicles (eco-run vehicles such as hybrid vehicles) that automatically stop the vehicle engine when stopping, such as waiting for traffic lights, have been put to practical use in order to protect the environment and improve the fuel efficiency of the vehicle engine. Vehicles that stop vehicle engines tend to increase.
[0003]
By the way, in the vehicle air conditioner, since the compressor of the refrigeration cycle is driven by the vehicle engine, the eco-run vehicle stops at a signal or the like and stops whenever the vehicle engine is stopped. As a result, the temperature of the cooling evaporator rises and the temperature of the air blown into the passenger compartment rises, resulting in a problem of impairing the cooling feeling of the passenger.
[0004]
In view of this, a cold storage means for storing cold when the vehicle engine (compressor) is operated is provided, and when the vehicle engine (compressor) is stopped and the cooling action of the evaporator is stopped, the cold storage amount of the cold storage means is used to enter the vehicle interior. There is an increasing need for a regenerative vehicle air conditioner that can cool the blown air.
[0005]
As this type of regenerative vehicle air conditioner, one described in Japanese Patent Laid-Open No. 2000-313226 has been known. In this prior art, as shown in FIG. 13, in an air-conditioning refrigeration cycle R having a compressor 1 driven by a vehicle engine, a regenerator material 40a is incorporated in parallel with an evaporator 8 that cools air blown into the passenger compartment. A cold storage heat exchanger 40 is provided.
[0006]
  And when performing cold storage when the vehicle engine (compressor 1) is operating, the solenoid valve 41 is opened, and the expansion valve7The low-pressure refrigerant depressurized by the flow is caused to flow in parallel to the evaporator 8 and the cold storage heat exchanger 40 to cool the cold storage material 40a, and cold storage to the cold storage material 40a is performed.
[0007]
When the compressor 1 is stopped due to the stop of the vehicle engine, the electric pump 42 is operated, and the liquid storage tank 43 → the electromagnetic valve 41 → the electric pump 42 → the cold storage heat exchanger 40 → the evaporator 8 → the liquid storage tank 43. Circulate the refrigerant in a closed circuit. The vapor-phase refrigerant evaporated in the evaporator 8 is condensed by the cold storage heat amount of the cold storage material 40 a in the cold storage heat exchanger 40, and the condensed liquid refrigerant is circulated to the evaporator 8. As a result, the cooling operation of the evaporator 8 is continued even when the compressor 1 is stopped so that the cooling function in the passenger compartment can be exhibited.
[0008]
[Problems to be solved by the invention]
As described above, in the prior art, when the compressor 1 is in operation, the refrigerant flows from the expansion valve 7 through the liquid storage tank 43 and the evaporator 8 toward the suction side of the compressor 1. On the other hand, when the compressor 1 is stopped (cooling and cooling), it passes from the suction side of the compressor 1 through the evaporator 8 toward the liquid storage tank 43, that is, opposite to the direction when the compressor is operating. The refrigerant flows through.
[0009]
Thus, since the refrigerant flow direction of the evaporator 8 is reversed between when the compressor 1 is in operation and when it is stopped, the heat exchange performance in the evaporator 8 varies. For this reason, there arises a problem that the evaporator heat exchange performance cannot be kept high both when the compressor 1 is in operation and when the compressor is stopped.
[0010]
This defect will be described based on a specific refrigerant flow path configuration of the evaporator 8 shown in FIG. FIG. 14 shows a specific example of the refrigerant flow path configuration of the evaporator 8, which is the refrigerant flow path configuration described in Japanese Patent Laid-Open No. 9-170850. The thing of this gazette is aiming at the improvement of the heat exchange efficiency of the evaporator 8 by the refrigerant | coolant flow path structure which combined the cross flow and the counterflow.
[0011]
That is, in FIG. 14, the evaporator 8 has the refrigerant inlet side heat exchange unit 81 arranged on the leeward side in the air flow direction A and the refrigerant outlet side heat exchange unit 82 arranged on the leeward side in the air flow direction A. And in the refrigerant | coolant inlet side heat exchange part 81, the refrigerant | coolant inlet 84 is arrange | positioned in the side part 83a of one (right side) among the side parts of the right-and-left both sides of the evaporator 8, and a refrigerant | coolant is shown to arrow B1 from this refrigerant | coolant inlet 84. In this way, it flows into the right space 85 a of the lower tank portion 85. Here, the internal space of the lower tank portion 85 is partitioned into a right space 85 a and a left space 85 b by a partition plate 86.
[0012]
The refrigerant rises from the right space 85 a of the lower tank portion 85 through the right refrigerant flow path 81 a of the refrigerant inlet side heat exchange portion 81 and reaches the upper tank portion 87. Since no partition plate is provided in the upper tank portion 87, the refrigerant flows in the upper tank portion 87 to the left as indicated by an arrow B2.
[0013]
Next, the refrigerant descends the left refrigerant flow path 81b of the refrigerant inlet side heat exchange section 81 and reaches the left space 85b of the lower tank section 85, and the refrigerant flows to the left as indicated by the arrow B3 in the left space 85b.
[0014]
A side refrigerant passage 88 is formed in the other side (left side) 83 b of the left and right side portions of the evaporator 8, and the left end of the lower tank portion 85 is the side refrigerant passage 88. It communicates with the lower end. Since the upper end portion of the side refrigerant flow path 88 communicates with the left space 89a of the upper tank portion 89 of the refrigerant outlet side heat exchange section 82, the refrigerant passes through the side refrigerant flow path 88 and passes through the left space 89a. And flows in the left space 89a to the right as indicated by arrow B4.
[0015]
Here, the internal space of the upper tank portion 89 is partitioned by the partition plate 90 into a left space 89a and a right space 89b. For this reason, the refrigerant in the left space 89 a of the upper tank part 89 then moves down the left refrigerant flow path 82 a of the refrigerant outlet side heat exchange part 82 and reaches the lower tank part 91.
[0016]
Since no partition plate is provided in the lower tank portion 91, the refrigerant flows in the lower tank portion 91 to the right as indicated by an arrow B5. From the right region of the lower tank portion 91, the refrigerant ascends the right refrigerant flow path 82 b of the refrigerant outlet side heat exchange portion 82 and reaches the right space 89 b of the upper tank portion 89. Since the refrigerant outlet 92 arranged on one side (right side) 83a of the evaporator 8 communicates with the right space 89b, the refrigerant in the right space 89b flows out of the evaporator 8 from the refrigerant outlet 92.
[0017]
Each refrigerant flow path 81a, 81b, 82a, 82b is schematically illustrated, but in actuality, all are constituted by a plurality of tubes arranged in parallel. As is well known, this tube has a laminated structure of thin metal plates such as aluminum.
[0018]
In the evaporator refrigerant flow path configuration of FIG. 14, air flows in a direction A perpendicular to the refrigerant flow direction (left-right direction of the evaporator 8) in the refrigerant inlet-side heat exchange unit 81 and the refrigerant outlet-side heat exchange unit 82. A cross-flow refrigerant flow path configuration is employed. Then, the refrigerant inlet side heat exchanging portion 81 is arranged on the leeward side in the air flow direction A, and the refrigerant outlet side heat exchanging portion 82 is arranged on the upwind side in the air flow direction A. It has become.
[0019]
The decompression device arranged on the upstream side of the evaporator is usually composed of a temperature type expansion valve 7 (FIG. 13), and the temperature type expansion valve 7 causes the cycle outlet refrigerant so that the evaporator outlet refrigerant has a predetermined superheat degree. The flow rate is adjusted. Therefore, in the evaporator 8, a refrigerant overheating region is formed in the refrigerant outlet side region, and the outlet side refrigerant temperature of the evaporator 8 becomes higher than the inlet side refrigerant temperature.
[0020]
Therefore, by configuring the refrigerant flow path that is opposite to the air flow direction A as described above, the temperature difference between the air and the refrigerant in both the refrigerant inlet side heat exchange unit 81 and the refrigerant outlet side heat exchange unit 82. The heat exchange performance of the evaporator 8 can be improved.
[0021]
Further, in the refrigerant flow path configuration of the evaporator 8, the evaporation of the refrigerant gradually proceeds from the refrigerant inlet side to the refrigerant outlet side, and the ratio (dryness) of the gas phase refrigerant increases. An increase in pressure loss due to an increase in the refrigerant flow rate becomes significant. Therefore, in order to reduce this increase in pressure loss, the flow passage cross-sectional areas of the refrigerant flow paths 82a and 82b of the refrigerant outlet side heat exchange section 82 are made larger than the refrigerant flow paths 81a and 81b of the refrigerant inlet side heat exchange section 81. Designed to do.
[0022]
Therefore, if the refrigerant is set to flow in the evaporator 8 in the direction of the refrigerant flow shown in FIG. 14 when the compressor is in operation (normal cooling / accumulation), the conventional technique shown in FIG. Since the refrigerant flows in the evaporator 8 in the reverse direction, the inlet-side refrigerant flow path is located on the leeward side of the air flow, and the outlet-side refrigerant flow path is located on the leeward side of the air flow, resulting in a parallel flow state. Therefore, in the outlet side refrigerant flow path, the temperature difference between the air and the refrigerant is greatly reduced, and the heat exchange performance is greatly lowered.
[0023]
Further, when the compressor is stopped (at the time of cooling and cooling), the refrigerant channel having a large channel cross-sectional area is on the refrigerant inlet side, and the refrigerant channel having a small channel cross-sectional area is on the refrigerant outlet side. The pressure loss is greatly increased as compared with the operation of the compressor, and as a result, the refrigerant circulation flow rate to the evaporator 8 is reduced, and the heat exchange performance is further lowered.
[0024]
That is, according to the prior art of FIG. 13, since the refrigerant flow direction to the evaporator 8 when the compressor is stopped is opposite to that when the compressor is operating, the original heat exchange performance of the evaporator 8 is exhibited when the compressor is stopped. It cannot be performed and the cooling and cooling performance is significantly reduced.
[0025]
In view of the above points, the present invention enables a heat storage type air conditioner for a regenerative vehicle to exhibit the heat exchange performance of the evaporator in the cool-down cooling mode accompanying the stoppage of the compressor as well as when the compressor is operating. For the purpose.
[0026]
[Means for Solving the Problems]
  In order to achieve the above object, according to the first aspect of the present invention, there is provided a vehicle air conditioner that is mounted on a vehicle that performs control to stop the vehicle engine (4) at least when the vehicle is stopped, and is driven by the vehicle engine (4). Compressed compressor (1), high-pressure side heat exchanger (6) that dissipates heat from the high-pressure refrigerant discharged from the compressor (1), and reduced pressure that depressurizes the refrigerant that has passed through the high-pressure side heat exchanger (6) means(70) And decompression means (70The evaporator (8) that evaporates the low-pressure refrigerant depressurized by) and cools the air blown into the passenger compartment, and the cold storage having the cold storage material (11a) that is cooled by the low-pressure refrigerant when the compressor (1) is in operation. A heat exchanger (11);An accumulator tank (120) disposed on the refrigerant outlet side of the evaporator (8),
  A cold storage heat exchanger (11) is provided between the refrigerant outlet side of the evaporator (8) and the accumulator tank (120),
  The gas-liquid refrigerant of the low-pressure refrigerant at the outlet of the regenerator heat exchanger (11) is separated inside the accumulator tank (120), and the gas-phase refrigerant is led out to the suction side of the compressor (1).
  The low-pressure refrigerant that has passed through the cold storage heat exchanger (11) during operation of the compressor (1) passes through the accumulator tank (120) and is sucked into the compressor (1).
  The liquid refrigerant in the accumulator tank (120) is introduced into the evaporator (8).Pump means (14),
  When the vehicle engine (4) is stopped and the compressor (1) is stopped, the vapor-phase refrigerant evaporated in the evaporator (8) is cooled and condensed by the cold storage heat of the cold storage material (11a). Liquid refrigerantBy pump means (14) through the accumulator tank (120)Introducing into the evaporator (8),
  The refrigerant flow direction to the evaporator (8) when the compressor (1) is stopped is the same as the refrigerant flow direction to the evaporator (8) when the compressor (1) is in operation.
[0027]
  Thereby, in the cool storage type vehicle air conditioner, the refrigerant flow to the evaporator (8) is the same direction when the compressor is stopped and when the compressor is operating. Heat exchange performance as well as when the compressor is operating.
[0035]
  ClaimInvention of 1Is an accumulator in which an accumulator tank (120) is arranged on the outlet side of the evaporatorRefrigeration cycleThus, it is possible to prevent the liquid refrigerant from returning to the compressor (1) and thus the liquid compression without using the expansion valve (7) as the pressure reducing means. Thus, when the expansion valve (7) is not used as the pressure reducing means, even if the cold storage heat exchanger (11) is provided on the refrigerant outlet side of the evaporator (8), there is no problem in the refrigerant flow rate adjusting operation of the cycle.
[0036]
Further, since the low-pressure refrigerant that has passed through the cold storage heat exchanger (11) passes through the accumulator tank (120) and is sucked into the compressor (1), the low-pressure refrigerant is cooled by the cooling operation in the cold storage heat exchanger (11). Even if the liquid is liquefied, the liquid refrigerant can be stored in the accumulator tank (120). Therefore, the liquid refrigerant storage function for the cold storage heat exchanger (11) can be shared by the accumulator tank (120).
[0037]
And since the low-pressure refrigerant temperature is lower on the refrigerant outlet side of the evaporator (8) than on the refrigerant inlet side by the pressure loss in the refrigerant flow path of the evaporator (8), the cold storage heat is generated on the evaporator outlet side. By providing the exchanger (11), the temperature difference between the low-pressure refrigerant temperature and the regenerator material (11a) is expanded, and the regenerator material (11a) can be efficiently cooled.
[0038]
  Claim2As claimed in the invention1In particular, the pressure reducing means (70) can be constituted by a fixed throttle or a variable throttle that responds to a high-pressure refrigerant state.
[0039]
  Claim3In the invention described in claim 1,Or 2In the above, when the compressor (1) is in operation, the low-pressure refrigerant bypasses the pump means (14) and flows into the regenerator heat exchanger (11).
[0040]
Thereby, the malfunction of reducing a refrigerant | coolant flow volume by presence of pump means (14) itself at the time of compressor operation does not arise.
[0041]
In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.
[0042]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 1 shows a refrigeration cycle R of a vehicle air conditioner according to the first embodiment. The refrigeration cycle R of the vehicle air conditioner includes a compressor 1 that sucks, compresses, and discharges refrigerant, and the compressor 1 is provided with an electromagnetic clutch 2 for power interruption. Since the power of the vehicle engine 4 is transmitted to the compressor 1 via the electromagnetic clutch 2 and the belt 3, the operation of the compressor 1 is interrupted by intermittently energizing the electromagnetic clutch 2 by the air conditioning control device 5. The
[0043]
The high-temperature and high-pressure superheated gaseous refrigerant discharged from the compressor 1 flows into the condenser 6 forming a high-pressure side heat exchanger, and is cooled and condensed by exchanging heat with outside air blown from a cooling fan (not shown). The condenser 6 separates the condensing unit 6a, the gas-liquid refrigerant that has passed through the condensing unit 6a, stores the liquid refrigerant, and discharges the liquid refrigerant, and passes the liquid refrigerant from the liquid receiver 6b. This is a well-known unit integrally configured with the supercooling portion 6c to be cooled.
[0044]
The supercooled liquid refrigerant from the supercooling section 6c is decompressed to a low pressure by the expansion valve 7 serving as a decompression means, and enters a low pressure gas-liquid two-phase state. The expansion valve 7 is a temperature-type expansion valve that adjusts the opening degree (refrigerant flow rate) of the valve 7a so as to adjust the degree of superheat of the outlet refrigerant of the evaporator 8 that forms the cooling heat exchanger. In particular, in this example, the evaporator outlet refrigerant flow path 7b through which the outlet refrigerant of the evaporator 8 flows is configured in the box-type housing 7c, and the temperature sensing mechanism of the outlet refrigerant of the evaporator 8 is integrated in the housing 7c. This type of temperature expansion valve 7 is used.
[0045]
The cool storage unit 9 is configured integrally with the devices in the two-dot chain line frame of FIG. 1 as one assembly unit, and the outlet flow path of the valve 7a of the temperature type expansion valve 7 is connected to the flow path switching valve 10. Is connected to the cold storage heat exchanger 11. The cold storage heat exchanger 11 is configured by arranging a large number of cold storage material containers 11a filled with a cold storage material inside a tank member 11b.
[0046]
More specifically, a large number of cool storage material containers 11a are arranged in the tank member 11b in a state in which gaps through which the refrigerant flows are formed between the containers. Here, the form of the cool storage material container 11a is specifically a stick type having a cylindrical shape extending along the refrigerant flow direction shown in FIG. 2A, a ball type shown in FIG. 2B, and FIG. Any of the capsule types shown in FIG. The cold storage material container 11a can be formed of a resin-made thin film pack member or a metal plate material such as aluminum.
[0047]
The regenerator material enclosed in the regenerator material container 11a is a material that is cooled by a low-pressure refrigerant and can change the phase (liquid phase → solid phase) to store the solidification latent heat, that is, a material that solidifies at a temperature higher than the low-pressure refrigerant temperature Select.
[0048]
Here, the low-pressure refrigerant temperature is normally controlled to a temperature of about 3 to 4 ° C. in order to prevent frost in the evaporator 8, and the target upper limit temperature of the air temperature blown into the vehicle compartment during cooling is to ensure cooling feeling. In order to prevent malodor from the evaporator 8, the temperature is usually set to about 12 ° C to 15 °.
[0049]
Therefore, as the cold storage material, a material whose freezing point is located between the low-pressure refrigerant temperature and the target upper limit temperature of the air temperature during cooling is preferable. Specifically, paraffin having a freezing point of about 6 ° C to 8 ° C is optimal. It is. Of course, if the low-pressure refrigerant temperature is controlled to 0 ° C. or lower, water (ice) can be used as the cold storage material.
[0050]
In order to maintain the cold storage state (solidified state) of the cold storage material, it is necessary to maintain the inside of the tank member 11b in a low temperature state below the freezing point of the cold storage material, so the tank member 11b needs to be configured as a heat insulating tank. Therefore, as the tank member 11b, a resin tank having excellent heat insulation or a metal tank surface with a heat insulating material attached is used.
[0051]
Note that the regenerator heat exchanger 11 may be configured as a shell and tube type heat exchanger, in which case the cycle low-pressure refrigerant is circulated through a tube disposed inside the shell (tank member), and inside the shell, The outer space of the tube may be filled with a cold storage material and cooled with a cycle low-pressure refrigerant.
[0052]
And in the cool storage unit 9, the liquid refrigerant tank part 12 is arrange | positioned below the cool storage heat exchanger 11, and this liquid refrigerant tank part 12 is at the time of the cool-down cooling mode accompanying a compressor stop mentioned later (FIG. 6), The liquid refrigerant condensed in the cold storage heat exchanger 11 is stored. In addition, the liquid refrigerant tank unit 12 can be formed integrally with the lower part of the tank member 11b of the cold storage heat exchanger 11.
[0053]
The upper end portion of the liquid refrigerant tank unit 12 is connected to a refrigerant channel 13 between the channel switching valve 10 and the cold storage heat exchanger 11. The lower end portion (bottom portion) of the liquid refrigerant tank portion 12 is connected to an electric pump 14 that constitutes pump means for liquid refrigerant circulation.
[0054]
This electric pump 14 sucks the liquid refrigerant in the liquid refrigerant tank section 12 in the cooling / cooling mode and passes through the check valve 15 → the flow path switching valve 10 → the evaporator 8 → the cold storage heat exchanger 11 to obtain the liquid refrigerant tank section. It circulates in a closed circuit reaching 12. That is, the refrigerant always flows in the same direction B in the evaporator 8 both when the compressor described later is operated (normal cooling / cooling cooling) and when the compressor is stopped (cooling cooling mode). .
[0055]
Here, the electric pump 14 is constituted by, for example, a centrifugal pump using an impeller (impeller). The flow path switching valve 10 is specifically an electric control valve having a rotor-type valve body whose rotation angle is controlled by an actuator such as a servomotor. As shown in FIGS. 4 to 6, a three-way valve type flow channel that switches the outlet flow channel of the temperature type expansion valve 7 to the refrigerant channel on the inlet side refrigerant flow channel 13 or the check valve 15 side of the regenerator heat exchanger 11. It performs the switching action.
[0056]
The outlet refrigerant channel 16 of the evaporator 8 is connected to the evaporator outlet refrigerant channel 7 b inside the expansion valve 7. In the middle of the outlet refrigerant flow path 16 of the evaporator 8, a refrigerant flow path 17 of the cold storage heat exchanger 11 is connected. This refrigerant flow path 17 becomes an outlet side flow path for the cold storage heat exchanger 11 when the compressor is operated, and becomes an inlet side flow path for the cold storage heat exchanger 11 when the compressor is stopped.
[0057]
Further, the specific refrigerant flow path in the evaporator 8 is configured as an orthogonal / counter flow type flow path illustrated in FIG. 14 described above, and the refrigerant flow path of the refrigerant inlet side heat exchanging portion 81 shown in FIG. Compared to 81a and 81b, the flow path cross-sectional areas of the refrigerant flow paths 82a and 82b of the refrigerant outlet side heat exchange section 82 are designed to be larger. Thereby, in the outlet side refrigerant flow paths 82a and 82b of the evaporator 8, the increase in the ratio (dryness) of the gas-phase refrigerant is reduced, and the increase in pressure loss due to the increase in the refrigerant flow rate is reduced.
[0058]
In the example of FIG. 1, the expansion valve 7 is illustrated as a separate body from the cold storage unit 9, but the expansion valve 7 is also integrated as a part of the cold storage unit 9, and the expansion valve 7 and the cold storage unit 9 are integrated. You may make it mount in a vehicle.
[0059]
In order to maintain the low temperature state in the cold storage heat exchanger 11, the cold storage unit 9 should suppress heat intrusion into the cold storage heat exchanger 11 as much as possible. For that purpose, it is better to install the cool storage unit 9 inside the vehicle interior, for example, inside the instrument panel at the front of the vehicle interior. However, when the space for mounting the cold storage unit 9 cannot be secured in the vehicle interior due to space restrictions in the vehicle interior, the cold storage unit 9 is installed outside the vehicle interior, for example, in an engine rule.
[0060]
FIG. 3 shows the air-conditioned indoor unit 20, and the air-conditioned indoor unit 20 is usually mounted inside the instrument panel in the front part of the vehicle interior. The air conditioning case 21 of the air conditioning indoor unit 20 constitutes a passage for air blown toward the vehicle interior, and the evaporator 8 is installed in the air conditioning case 21.
[0061]
In the air conditioning case 21, a blower 22 is disposed on the upstream side of the evaporator 8, and the blower 22 is provided with a centrifugal blower fan 22a and a drive motor 22b. An inside / outside air switching box 23 is disposed on the suction side of the blower fan 22a, and outside air (inside the vehicle interior air) or inside air (inside the vehicle interior) is switched and introduced by an inside / outside air switching door 23a in the inside / outside air switching box 23.
[0062]
In the air conditioning case 21, an air mix door 24 is arranged on the downstream side of the evaporator 8, and on the downstream side of the air mix door 24, a hot water type that heats air using hot water (cooling water) of the vehicle engine 4 as a heat source. The heater core 25 is installed as a heating heat exchanger.
[0063]
A bypass passage 26 that bypasses the hot water heater core 25 and flows air (cold air) is formed on the side (upper portion) of the hot water heater core 25. The air mix door 24 is a rotatable plate-like door, and adjusts the air volume ratio between the hot air passing through the hot water heater core 25 and the cold air passing through the bypass passage 26, and the air volume ratio of the cold / hot air. The temperature of the air blown into the passenger compartment is adjusted by adjusting. Therefore, in this example, the air mix door 24 constitutes temperature adjusting means for the air blown into the vehicle interior.
[0064]
The hot air from the hot water heater core 25 and the cold air from the bypass passage 26 can be mixed in the air mixing unit 27 to create air at a desired temperature. Further, an air outlet mode switching unit is configured on the downstream side of the air mixing unit 27 in the air conditioning case 21. That is, the defroster opening 28 that blows air toward the inner surface of the vehicle windshield, the face opening 29 that blows air toward the upper body of the passenger in the passenger compartment, and the foot opening 30 that blows air toward the feet of the passenger in the passenger compartment The doors 31 to 33 are opened and closed.
[0065]
The temperature sensor 34 of the evaporator 8 is disposed in the air-conditioning case 21 immediately after the air is blown from the evaporator 8 and detects the evaporator blowing temperature Te. Here, the evaporator outlet temperature Te detected by the evaporator temperature sensor 34 is the same as that of a normal air conditioner, in the case where the electromagnetic clutch 2 of the compressor 1 is intermittently controlled or when the compressor 1 is of a variable capacity type. It is used for the discharge capacity control, the cooling capacity of the evaporator 8 is adjusted by the clutch on / off control and the discharge capacity control, and the blowing temperature of the evaporator 8 is controlled.
[0066]
In addition to the temperature sensor 34 described above, the air-conditioning control device 5 includes a detection signal from a well-known sensor group 35 that detects the internal air temperature Tr, the external air temperature Tam, the solar radiation amount Ts, the hot water temperature Tw, and the like for air conditioning control. Is entered. The air conditioning control panel 36 installed near the vehicle interior instrument panel has a temperature setting switch manually operated by a passenger, an air volume switching switch, a blowing mode switch, an inside / outside air switching switch, and an air conditioner that generates an on / off signal for the compressor 1. Various operation switch groups (not shown) such as switches are provided, and operation signals of the operation switch groups are also input to the air conditioning control device 5.
[0067]
The air-conditioning control device 5 is connected to an engine control device 37, and a rotational speed signal, a vehicle speed signal, and the like of the vehicle engine 4 are input from the engine control device 37 to the air-conditioning control device 5. The air-conditioning control device 5 performs predetermined arithmetic processing based on the above various input signals to control the operation of the electromagnetic clutch 2, the flow path switching valve 10, the electric pump 14, and the like.
[0068]
As is well known, the engine control device 37 comprehensively controls the fuel injection amount, ignition timing, and the like to the vehicle engine 4 based on signals from a sensor group 38 that detects the driving state of the vehicle engine 4 and the like. Furthermore, in the eco-run vehicle that is the object of the present embodiment, when the stop state is determined based on the rotational speed signal, the vehicle speed signal, the brake signal, and the like of the vehicle engine 4, the engine control device 37 shuts off the power to the ignition device, The vehicle engine 4 is automatically stopped by stopping fuel injection or the like.
[0069]
Further, after the engine is stopped, when the vehicle shifts from the stop state to the start state by the driver's driving operation, the engine control device 37 determines the start state of the vehicle based on an accelerator signal or the like, and automatically starts the vehicle engine 4. To start. The air-conditioning control device 5 requests that the engine be restarted when the cooling and cooling mode after the vehicle engine 4 is stopped is long and cooling by the cold storage heat exchanger 11 cannot be maintained. Is output to the engine control device 37.
[0070]
The air-conditioning control device 5 and the engine control device 37 are configured by a well-known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The air conditioning control device 5 and the engine control device 37 may be integrated as one control device.
[0071]
Next, the operation of the first embodiment in the above configuration will be described. FIG. 4 shows the operation in the normal cooling mode when the vehicle is running. In the normal cooling mode, the refrigeration cycle R is operated by driving the compressor 1 by the vehicle engine 4. Therefore, the high-pressure gas-phase refrigerant discharged from the compressor 1 is cooled by the condenser 6 and flows into the expansion valve 7 as a supercooled liquid refrigerant. The high pressure liquid refrigerant is depressurized by the valve portion 7a of the expansion valve 7, and a low-temperature low-pressure gas-liquid two-phase state is obtained.
[0072]
Here, in the normal cooling mode, the flow path switching valve 10 blocks between the outlet flow path of the expansion valve 7 and the cold storage heat exchanger 11 by the control output of the air conditioning control device 5, and the outlet flow path of the expansion valve 7 is opened. It is operated so as to communicate with the flow path on the electric pump 14 side. At this time, refrigerant flow into the flow path on the electric pump 14 side is blocked by closing the check valve 15.
[0073]
Accordingly, the entire amount of the low-pressure refrigerant that has passed through the expansion valve 7 flows into the evaporator 8 as indicated by the thick arrow in FIG. 4, and the low-pressure refrigerant absorbs heat from the blown air in the air conditioning case 21 and evaporates in the evaporator 8. It becomes a gas phase refrigerant. The gas-phase refrigerant is sucked into the compressor 1 through the outlet refrigerant flow path 16 of the evaporator 8 and the evaporator outlet refrigerant flow path 7b inside the expansion valve 7, and is compressed again. The cool air absorbed by the evaporator 8 is blown out from the face opening 29 or the like into the vehicle interior to cool the vehicle interior.
[0074]
Next, when the vehicle is running, the compressor 1 is driven when the cooling heat load drops below a predetermined amount and there is a margin in the cooling capacity, or when the vehicle is decelerated, that is, by the inertia power of the vehicle. If the air conditioning control device 5 determines that the compressor drive power from the vehicle engine 4 can be saved, the normal cooling mode is switched to the regenerative cooling mode.
[0075]
Here, the state in which the cooling heat load has decreased to a predetermined amount or less can be specifically determined based on, for example, that the evaporator outlet temperature Te has decreased to a predetermined temperature or less. When the vehicle decelerates, it can be determined based on the vehicle speed or the like.
[0076]
In the regenerative cooling mode, the flow path switching valve 10 is operated to communicate between the outlet flow path of the expansion valve 7 and the regenerative heat exchanger 11 as shown in FIG. Accordingly, the evaporator 8 and the regenerator heat exchanger 11 are connected in parallel to the outlet flow path of the expansion valve 7, and the low-pressure refrigerant that has passed through the expansion valve 7 is connected to the evaporator 8 and the regenerator heat as indicated by the thick arrows in FIG. It flows in parallel with the exchanger 11.
[0077]
Thereby, in the evaporator 8, the low-pressure refrigerant absorbs heat from the blown air in the air conditioning case 21 and evaporates to cool the blown air, and the cool air after passing through the evaporator 8 blows out from the face opening 29 and the like into the vehicle interior. To cool the passenger compartment. At the same time, the cold storage heat exchanger 11 performs cold storage on the cold storage material.
[0078]
That is, when the cooling heat load of the evaporator 8 is decreased, the opening degree of the valve portion 7a of the expansion valve 7 is decreased, the low pressure of the refrigeration cycle is decreased, and the low pressure refrigerant temperature is the freezing point of the regenerator material of the regenerator heat exchanger 11. It becomes lower. Therefore, in the cold storage heat exchanger 11, solidification of the cold storage material is started by evaporation of the low-pressure refrigerant, and solidification latent heat is stored in the cold storage material. The vapor-phase refrigerant evaporated in the evaporator 8 and the cold storage heat exchanger 11 is sucked into the compressor 1 through the outlet refrigerant flow path 16 of the evaporator 8 and the evaporator outlet refrigerant flow path 7b inside the expansion valve 7, It is compressed again.
[0079]
By the way, since the liquid refrigerant tank unit 12 is disposed at a position lower than the refrigerant flow path 13 and the cold storage heat exchanger 11 on the inlet side of the cold storage heat exchanger 11, the cold storage heat exchanger is connected to the cold storage heat exchanger from the refrigerant flow path 13 in the cold storage cooling mode. Among the low-pressure refrigerant in the gas-liquid two-phase state that flows into the refrigerant 11, some of the liquid refrigerant is separated by the density difference from the gas-phase refrigerant and is accumulated in the liquid refrigerant tank unit 12.
[0080]
Next, the case where the vehicle engine 4 is automatically stopped when the vehicle is stopped such as waiting for a signal will be described. The R compressor 1 is also forcibly stopped. Therefore, the air-conditioning control device 5 determines the stop state of the vehicle engine (compressor) when the vehicle is stopped, and the flow path switching valve 10 is in the normal cooling mode according to the control output of the air-conditioning control device 5 as shown in FIG. Is operated in the same state.
[0081]
That is, the flow path switching valve 10 is operated so as to shut off the outlet flow path of the expansion valve 7 and the regenerative heat exchanger 11 and communicate the outlet flow path of the expansion valve 7 with the flow path on the electric pump 14 side. Is done. In addition, the electric pump 14 in the cold storage unit 9 is powered by the control output of the air conditioning control device 5 to operate the electric pump 14.
[0082]
As a result, in the refrigeration cycle R, as indicated by the thick line arrow in FIG. 6, the liquid refrigerant tank unit 12 → the electric pump 14 → the check valve 15 → the flow path switching valve 10 → the evaporator 8 → the refrigerant flow paths 16 and 17 → the cold storage. A refrigerant circulation circuit including the heat exchanger 11 → the liquid refrigerant tank unit 12 is formed, and the liquid refrigerant in the liquid refrigerant tank unit 12 is introduced into the evaporator 8.
[0083]
Accordingly, in the evaporator 8, the liquid refrigerant from the liquid refrigerant tank section 12 absorbs heat from the air blown from the blower 22 and evaporates. Therefore, the cooling action of the evaporator 8 can be continued even after the compressor is stopped, and the cooling action in the passenger compartment is achieved. Can continue. Since the temperature of the gas-phase refrigerant evaporated in the evaporator 8 is higher than the freezing point of the regenerator material of the regenerator heat exchanger 11, the regenerator material absorbs the latent heat of fusion from the gas-phase refrigerant and changes in phase from the solid phase to the liquid phase (melting). To do. Thereby, a gaseous-phase refrigerant | coolant is cooled with a cool storage material, and is liquefied. The liquid refrigerant falls due to gravity and is stored in the liquid refrigerant tank unit 12.
[0084]
Then, the amount of liquid refrigerant in the liquid refrigerant tank unit 12 gradually decreases as the cold storage material changes into the liquid phase, but while the liquid refrigerant in the liquid refrigerant tank unit 12 remains, The vehicle interior cooling function can be continued when the vehicle is stopped (when the compressor is stopped).
[0085]
In addition, since the stop time by waiting for a signal is usually a short time of about 1-2 minutes, by using about 420 g of paraffin having a freezing point = 6 ° C. and a latent heat of solidification = 229 kJ / kg as a cold storage material, It has been confirmed that the vehicle interior cooling function can be continued while the vehicle stops for about a minute.
[0086]
Incidentally, as shown in FIGS. 4 to 6, in any of the normal cooling mode, the regenerative cooling mode, and the cooling cooling mode, the refrigerant flow direction in the evaporator 8 is from the outlet flow path of the expansion valve 7 to the evaporator outlet. It is the same direction B toward the flow path 16. Therefore, the heat exchange performance of the evaporator 8 in the cooling and cooling mode accompanying the stoppage of the compressor can be exhibited as well as when the compressor is operating.
[0087]
This will be specifically described below. In the refrigeration cycle R of the first embodiment, a temperature expansion valve 7 is used as a decompression device, and the evaporator outlet refrigerant has a predetermined degree of superheat by the temperature expansion valve 7. Thus, the cycle circulation refrigerant flow rate is adjusted. Therefore, in the evaporator 8, a refrigerant overheating region is formed in the refrigerant outlet side region, and the outlet side refrigerant temperature of the evaporator 8 becomes higher than the inlet side refrigerant temperature.
[0088]
Therefore, as shown in FIG. 14, by configuring the refrigerant flow path that is opposite to the air flow direction A, the air and the refrigerant are exchanged in both the refrigerant inlet side heat exchange unit 81 and the refrigerant outlet side heat exchange unit 82. By increasing the temperature difference, the heat exchange performance of the evaporator 8 can be improved.
[0089]
Further, in the refrigerant flow path configuration of the evaporator 8, the evaporation of the refrigerant gradually proceeds from the refrigerant inlet side to the refrigerant outlet side, and the ratio (dryness) of the gas phase refrigerant increases. An increase in pressure loss due to an increase in the refrigerant flow rate becomes significant. Therefore, in the evaporator 8 of the first embodiment, the flow passage cross-sectional areas of the refrigerant flow paths 82a and 82b of the refrigerant outlet side heat exchange section 82 are set to be smaller than the refrigerant flow paths 81a and 81b of the refrigerant inlet side heat exchange section 81. Designed to be larger, this increase in pressure loss is reduced.
[0090]
And since all the refrigerant | coolant flow directions in the evaporator 8 in said three air_conditioning | cooling mode are the same directions B, the improvement effect of the heat exchange performance by counterflow and reduction of the pressure loss increase in the refrigerant | coolant outlet side flow paths 82a and 82b are reduced. The effect can be exhibited in the cooling and cooling mode as in the other modes.
[0091]
In the prior art of FIG. 13, the refrigerant is operated in the direction of the cold storage heat exchanger 40 → the electric pump 42 → the electromagnetic valve 41 → the liquid storage tank 43 → the evaporator 8 by the operation of the centrifugal electric pump 42 in the cooling and cooling mode. If the refrigerant is circulated, it is possible to allow the refrigerant to flow in the same direction as when the compressor is operating with respect to the evaporator 8 even in the cool-down cooling mode. However, in this case, in the cold storage cooling mode, the refrigerant flows through the pump mechanism portion of the electric pump 42 in the direction opposite to the normal refrigerant flow direction, and the refrigerant flows through the electric pump 42 to the cold storage heat exchanger 40. The refrigerant flow to the heat exchanger 40 is significantly limited by the pump mechanism portion of the electric pump 42. As a result, the refrigerant flow rate to the cold storage heat exchanger 11 is reduced and the cold storage capacity in the cold storage heat exchanger 40 is extremely reduced.
[0092]
On the other hand, according to the first embodiment, the refrigerant flows from the flow path switching valve 10 through the refrigerant flow path 13 to the cold storage heat exchanger 11 and bypasses the electric pump 42 in the cold storage cooling mode. The existence of the electric pump 42 never reduces the refrigerant flow rate to the cold storage heat exchanger 11.
[0093]
In the first embodiment, in the normal cooling mode of FIG. 4, in order to prevent the refrigerant from flowing to the cold storage heat exchanger 11 through the flow path switching valve 10, the electric pump 14, and the liquid refrigerant tank unit 12. If the check valve 15 is used but the refrigerant flow into the regenerator heat exchanger 11 can be limited to a small amount by the flow path resistance of the electric pump 14 that is stopped in the normal cooling mode, the check valve 15 is used. The valve 15 can be abolished.
[0094]
Further, the function of the check valve 15 may be integrated with the flow path switching valve 10. That is, the flow path switching valve 10 (1) shuts off both the flow path on the cold storage heat exchanger 11 side and the electric pump 14 side in the normal cooling mode, and (2) on the cold storage heat exchanger 11 side in the cold storage cooling mode. Only the flow path is connected, the flow path on the electric pump 14 side is cut off, and (3) only the flow path on the electric pump 14 side is connected in the cooling / cooling mode, and the flow path on the cold storage heat exchanger 11 side is cut off. You may comprise so that it may be in a state.
[0095]
(Second Embodiment)
In the first embodiment, the flow path on the cold storage heat exchanger 11 side is connected in parallel to the refrigerant flow path of the evaporator 8 in the cold storage cooling mode, and the refrigerant is parallel to the evaporator 8 and the cold storage heat exchanger 11. However, in the second embodiment, the regenerator heat exchanger 11 is arranged in series in the inlet-side refrigerant flow path of the evaporator 8, and the regenerator heat exchanger 11, the evaporator 8, So that the refrigerant always flows through the serial flow path, thereby eliminating the flow path switching valve 10 of the first embodiment.
[0096]
FIG. 7 shows the state of the normal cooling / cold storage mode according to the second embodiment, and FIG. 8 shows the state of the cool-down cooling mode according to the second embodiment. In the second embodiment, since the refrigerant always flows through the series flow path of the cold storage heat exchanger 11 and the evaporator 8 when the compressor is in operation, the normal cooling that combines the normal cooling mode and the cold storage cooling mode of the first embodiment.・ Cool storage mode is only set.
[0097]
In FIG. 7 and FIG. 8, the same parts as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only the differences will be specifically described below. The cold storage heat exchanger 11 is disposed in the inlet-side refrigerant flow path 18 of the evaporator 8 connected to the outlet portion of the valve 7a of the expansion valve 7, and the cold storage heat exchanger 11 is connected to the evaporator via the first check valve 15a. 8 inlets are connected. And the liquid refrigerant tank part 12 and the electric pump 14 which are arrange | positioned in the downward position of the cool storage heat exchanger 11 are provided in parallel with the 1st check valve 15a.
[0098]
Here, the electric pump 14 is configured to suck the liquid refrigerant in the liquid refrigerant tank portion 12 and discharge it toward the inlet portion of the evaporator 8. The first check valve 15a is closed when the electric pump 14 is operated to prevent the pump discharge refrigerant from going directly to the liquid refrigerant tank 12 side.
[0099]
On the other hand, the outlet refrigerant flow path 16 of the evaporator 8 is connected to the evaporator outlet refrigerant flow path 7b in the expansion valve 7 and is connected to the refrigerant inlet side of the cold storage heat exchanger 11 via the refrigerant return flow path 19. . The refrigerant return passage 19 is provided with a second check valve 15b, and the second check valve 15b prevents the outlet refrigerant of the expansion valve 7 from going directly to the outlet refrigerant passage 16 of the evaporator 8. It has become.
[0100]
Next, the operation of the second embodiment will be described. FIG. 7 shows the operation in the normal cooling / cold storage mode when the vehicle is running. In the normal cooling / cold storage mode, the refrigeration cycle R is operated by driving the compressor 1 by the vehicle engine 4. As shown by the thick arrow, the low-pressure refrigerant after passing through the expansion valve 7 always flows through the series flow path of the cold storage heat exchanger 11 and the evaporator 8.
[0101]
Therefore, the cold storage material of the cold storage heat exchanger 11 is first cooled by the low-temperature low-pressure refrigerant that has passed through the expansion valve 7 to store the cold storage material. The low-pressure refrigerant that has passed through the regenerator heat exchanger 11 then absorbs heat from the blown air in the air conditioning case 21 in the evaporator 8 and evaporates to become a gas-phase refrigerant. The gas-phase refrigerant is sucked into the compressor 1 through the outlet refrigerant flow path 16 of the evaporator 8 and the evaporator outlet refrigerant flow path 7b inside the expansion valve 7, and is compressed again. The cool air cooled by the evaporator 8 is blown out from the face opening 29 or the like into the vehicle interior to cool the vehicle interior. A part of the liquid refrigerant in the low-pressure refrigerant that has passed through the cold storage heat exchanger 11 accumulates in the lower liquid refrigerant tank section 12 by gravity.
[0102]
In the normal cooling / cold storage mode, the operation of the electric pump 14 for circulating the liquid refrigerant is unnecessary, and therefore the electric pump 14 is stopped by the output of the air conditioning control device 5. For this reason, since the electric pump 14 becomes a flow resistance, the amount of liquid refrigerant in the liquid refrigerant tank section 12 flowing into the inlet side of the evaporator 8 via the electric pump 14 is very small.
[0103]
Next, the behavior of the refrigerant in the cold storage unit 9 in the normal cooling / cooling mode will be described more specifically. When the cooling is started at the high outdoor temperature in summer, the intake air temperature of the evaporator 8 is 40 ° C. or higher. And the cooling heat load of the evaporator 8 becomes very large. Under such a cooling high load condition, the degree of superheat of the outlet refrigerant of the evaporator 8 becomes excessive, the opening degree of the valve portion 7a of the expansion valve 7 is fully opened, and the low pressure of the refrigeration cycle increases.
[0104]
Therefore, the temperature of the low-pressure refrigerant flowing into the cold storage heat exchanger 11 of the cold storage unit 9 is higher than the freezing point (about 6 to 8 ° C.) of the cold storage material of the cold storage heat exchanger 11. Therefore, the regenerator material does not solidify by heat exchange with the low-pressure refrigerant, and only absorbs sensible heat from the regenerator material. As a result, the amount of heat that the low-pressure refrigerant absorbs in the regenerative heat exchanger 11 becomes very small under the cooling high load condition. For this reason, most of the low-pressure refrigerant is evaporated by absorbing heat from the air blown from the passenger compartment in the evaporator 8 in the same manner as a normal air conditioner without the cold storage heat exchanger 11.
[0105]
Note that, during cooling high load, the inside air mode in which the inside air is sucked from the inside / outside air switching box 23 in FIG. 3 is normally selected, so that the intake air temperature of the evaporator 8 decreases with the passage of time after the cooling start, and the cooling heat The load decreases. Thereby, since the degree of superheat of the outlet refrigerant of the evaporator 8 decreases, the opening degree of the valve portion 7a of the expansion valve 7 decreases, the low-pressure pressure of the refrigeration cycle decreases, and the low-pressure refrigerant temperature decreases.
[0106]
Then, when the low-pressure refrigerant temperature falls below the freezing point of the regenerator material of the regenerator heat exchanger 11, the regenerator material starts to solidify, and the low-pressure refrigerant absorbs the solidification latent heat from the regenerator material, so the amount of heat absorbed from the regenerator material increases. . However, when the cold storage material reaches the stage of storing the solidification latent heat in this way, the low-pressure refrigerant temperature has already sufficiently decreased due to the decrease in the cooling heat load, and the vehicle compartment blown-out air has sufficiently decreased.
[0107]
Therefore, the rapid cooling performance (cool down performance) under the cooling high load condition is not significantly hindered by the cold storage action of the solidification latent heat on the cold storage material. In other words, the cold storage heat exchanger 11 is connected in series to the refrigerant circuit of the cooling evaporator 8, and even if a low-pressure refrigerant always flows through the cold storage heat exchanger 11, the rapid cooling performance under the cooling high load condition is slightly reduced. It can be demonstrated well.
[0108]
Next, the case where the vehicle engine 4 is automatically stopped when the vehicle is stopped such as waiting for a signal will be described. The R compressor 1 is also forcibly stopped. Therefore, the air-conditioning control device 5 determines the stop state of the vehicle engine (compressor) when the vehicle is stopped, supplies power to the electric pump 14 in the cold storage unit 9, and operates the electric pump 14.
[0109]
Thereby, the electric pump 14 sucks the liquid refrigerant accumulated in the liquid refrigerant tank section 12 below the cold storage heat exchanger 11 and discharges the liquid refrigerant toward the inlet side of the evaporator 8. Due to the suction and discharge action of the liquid refrigerant by the electric pump 14, the refrigerant pressure acts on the first check valve 15a in the reverse direction, and the first check valve 15a is closed. On the contrary, the refrigerant pressure acts in the forward direction on the second check valve 15b, and the second check valve 15b is opened.
[0110]
Therefore, as shown by the thick arrow in FIG. 8, the liquid refrigerant tank section 12 → the electric pump 14 → the evaporator 8 → the outlet refrigerant flow path 16 → the refrigerant return flow path 19 → the second check valve 15b → the regenerative heat exchanger 11 → The refrigerant circulates in the refrigerant circulation circuit including the liquid refrigerant tank unit 12.
[0111]
Accordingly, in the evaporator 8, the liquid refrigerant from the liquid refrigerant tank section 12 absorbs heat from the air blown from the blower 22 and evaporates. Therefore, the cooling action of the evaporator 8 can be continued even after the compressor is stopped, and the cooling action in the passenger compartment is achieved. Can continue.
[0112]
The gas-phase refrigerant evaporated in the evaporator 8 is cooled and condensed by the latent heat of fusion of the cool storage material when passing through the cool storage heat exchanger 11. The liquid refrigerant falls due to gravity and is stored in the liquid refrigerant tank unit 12.
[0113]
Then, the regenerator material absorbs the solidification latent heat from the gas-phase refrigerant and changes its phase to the liquid phase, so that the amount of liquid refrigerant in the liquid refrigerant tank unit 12 decreases, but in the liquid refrigerant tank unit 12 While the liquid refrigerant remains, the cooling operation of the passenger compartment can be continued when the vehicle stops (when the compressor is stopped).
[0114]
By the way, also in 2nd Embodiment, since a refrigerant | coolant flows into the evaporator 8 in the same direction B in both the normal cooling / cold storage mode and the cool-down cooling mode, the evaporator 8 is similar to the first embodiment. Heat exchange performance can always be maintained in good condition.
[0115]
In the second embodiment, unlike the first embodiment, the second embodiment is provided with a configuration in which the cool storage heat exchanger 11 is connected in series to the cooling evaporator 8. Advantages of the unique configuration will be described in detail by comparison with the first embodiment. In the first embodiment, in the air-conditioning refrigeration cycle R, the cold storage heat exchanger 11 incorporating the cold storage material is provided in parallel with the cooling evaporator 8 with respect to the refrigerant flow when the compressor is operating, so the cold storage heat exchanger It is essential to switch the 11 refrigerant flow paths by the flow path switching valve 10 in accordance with the operation state of the refrigeration cycle. This is the same as in the above-described prior art (Japanese Patent Laid-Open No. 2000-313226).
[0116]
On the other hand, according to the present embodiment, since the regenerator heat exchanger 11 is connected in series to the cooling evaporator 8, even in a condition where the cooling heat load is very high as in the cooling start in summer, Since the total amount of the cycle circulation refrigerant flow passes through the cooling evaporator 8, the addition of the cold storage heat exchanger 11 does not reduce the circulation refrigerant flow to the cooling evaporator 8.
[0117]
Moreover, by setting the freezing point of the regenerator material in the regenerator heat exchanger 11 to a temperature (about 6 to 8 ° C) lower than the target upper limit temperature (about 12 to 15 ° C) of the air temperature during cooling as described above, The freezing point of the cold storage material is lower than the temperature of the low-pressure refrigerant under the cooling high heat load condition. For this reason, under the cooling high heat load condition, the regenerator material does not solidify by heat exchange with the low-pressure refrigerant, and only slightly absorbs sensible heat.
[0118]
For this reason, most of the low-pressure refrigerant is evaporated by absorbing heat from the air blown from the passenger compartment in the evaporator 8 in the same manner as a normal air conditioner without the regenerator heat exchanger 11. That is, the maximum cooling capacity of the cooling evaporator 8 under the cooling high heat load condition can be satisfactorily exhibited without performing a special operation for switching the refrigerant flow to the cold storage heat exchanger 11.
[0119]
Moreover, when the solidification of the regenerator material in the regenerator heat exchanger 11 is completed and the regenerator completes, the heat absorption of the low-pressure refrigerant in the regenerator heat exchanger 11 almost disappears, but the regenerator heat exchanger 11 is connected to the inlet of the cooling evaporator 8. The expansion valve 7 can adjust the refrigerant flow rate by sensing the degree of superheat of the outlet refrigerant of the evaporator 8. Therefore, even after the completion of cold storage, an appropriate refrigerant flow rate corresponding to the cooling heat load of the evaporator 8 can be supplied to the evaporator 8.
[0120]
FIG. 9 is a comparative example of the second embodiment. When the cold storage heat exchanger 11 is provided in the outlet side refrigerant flow path 16 of the evaporator 8 as in this comparative example, the outlet refrigerant of the evaporator 8 is changed. Even if the degree of superheat is present, the outlet refrigerant of the evaporator 8 is cooled by the cold storage material when the cold storage (solidification) of the cold storage material is completed, and the degree of superheat becomes small. As a result, the opening degree of the expansion valve 7 decreases, and a problem that the refrigerant flow rate becomes too small with respect to the cooling heat load of the evaporator 8 occurs. On the other hand, in 2nd Embodiment, such a malfunction does not arise by arrange | positioning the cool storage heat exchanger 11 in the inlet side of the evaporator 8 for cooling.
[0121]
  (Third embodiment)
  In the first and second embodiments, the refrigeration cycle has been described in which the expansion valve 7 is used as the pressure reducing means, and the degree of superheat of the outlet refrigerant of the evaporator 8 is adjusted by the expansion valve 7.3In the embodiment, an accumulator is disposed on the outlet side of the evaporator 8 (suction side of the compressor 1). In this accumulator, the gas / liquid of the refrigerant at the outlet of the evaporator is separated and the liquid refrigerant is stored. The regenerator heat exchanger 11 is combined with an accumulator-type refrigeration cycle that is sucked into the tank.
[0122]
10 and 11 show the third embodiment, and the same parts as those in the first and second embodiments are denoted by the same reference numerals and description thereof is omitted. Further, since the electric control units such as the control devices 5 and 37 are the same as those in the first and second embodiments, the electric control units are not shown in FIGS. 10 and 11.
[0123]
In the accumulator-type refrigeration cycle, the accumulator tank 120 is disposed on the outlet side of the evaporator 8. Therefore, in the third embodiment, the accumulator tank 120 is configured integrally with the accumulator tank 120 while paying attention to the accumulator tank 120.
[0124]
That is, in the third embodiment, the cold storage heat exchanger 11 of the cold storage unit 9 is disposed in the outlet-side refrigerant flow path of the evaporator 8, and the tank member 11 b of the cold storage heat exchanger 11 is placed above the accumulator tank 120. It is composed integrally. Therefore, the accumulator tank 120 also serves as the liquid refrigerant tank unit 12 of the first and second embodiments.
[0125]
An outlet pipe 121 bent in a U shape is disposed inside the accumulator tank 120, and an oil return hole (not shown) is opened in the U-shaped bottom of the outlet pipe 121. It is designed to suck in the compressor lubricating oil contained inside. Further, a gas-phase refrigerant suction port 121a is provided at one end of the U-shape of the outlet pipe 121, and the gas-phase refrigerant suction port 121a is opened in a space above the liquid refrigerant accumulated in the lower part of the accumulator tank 120, thereby accumulator. The upper gas-phase refrigerant in the tank 120 is sucked into the outlet pipe 121 from the suction port 121a. The other end side of the outlet pipe 121 is taken out from the upper surface of the accumulator tank 120 to the outside of the tank and connected to the suction side of the compressor 1.
[0126]
A refrigerant return passage 19 is provided to communicate between the bottom surface of the accumulator tank 120 and the inlet-side passage of the evaporator 8, and the electric pump 14 and the check valve for circulating the liquid refrigerant are provided in the refrigerant return passage 19. 15 b is arranged, and the liquid refrigerant in the accumulator tank 120 is sucked by the electric pump 14 and discharged toward the inlet side of the evaporator 8. The check valve 15b is the same as the second check valve 15b of FIGS.
[0127]
The third embodiment relates to an accumulator-type refrigeration cycle. The accumulator tank 120 separates vapor-liquid from the evaporator outlet refrigerant and stores the liquid refrigerant. Then, the gas phase refrigerant can be sucked from the gas phase refrigerant suction port 121 a of the outlet pipe 121 and sent to the suction side of the compressor 1.
[0128]
Therefore, the liquid refrigerant compression of the compressor 1 can be prevented without adjusting the superheat degree of the evaporator outlet refrigerant. In the third embodiment, the decompression device 70 is a fixed throttle such as a capillary tube or an orifice, or a high-pressure refrigerant pressure. It is possible to use a variable diaphragm that responds to These pressure reducing devices 70 have a simple configuration and are inexpensive as compared with the temperature type expansion valve 7 having a superheat degree control mechanism.
[0129]
FIG. 10 shows a normal cooling / cold storage mode during traveling of the vehicle according to the third embodiment. When the compressor 1 is driven by the vehicle engine 4, the circuit indicated by the bold arrow in FIG. Side → condenser 6 → pressure reducing device 70 → evaporator 8 → cold heat exchanger 11 → accumulator tank 120 → refrigerant circulates in the circuit leading to the suction side of the compressor 1, and the low pressure refrigerant is air-conditioned in the evaporator 8 By absorbing heat from the blown air in the air 21 and evaporating, the blown air is cooled and the vehicle interior can be cooled.
[0130]
In the cold storage heat exchanger 11, the cold storage material is cooled by a low-pressure refrigerant and solidified to cool the cold storage material. In the normal cooling / cold storage mode, the electric pump 14 is stopped as in the first and second embodiments, and the check valve 15b is closed.
[0131]
FIG. 11 shows a cooling and cooling mode when the vehicle is stopped according to the third embodiment. At this time, the electric pump 14 is operated, and the refrigerant is circulated by a circuit indicated by a thick arrow in FIG. That is, by sucking and discharging the liquid refrigerant in the accumulator tank 120 with the electric pump 14, the electric pump 14 → the check valve 15 b (opened state) → the evaporator 8 → the cold storage heat exchanger 11 → the accumulator tank 120. The refrigerant circulates in the circuit that reaches.
[0132]
As a result, the stored liquid refrigerant in the accumulator tank 120 is circulated to the evaporator 8, and the gas-phase refrigerant evaporated in the evaporator 8 is cooled and liquefied by the cold storage heat exchanger 11, thereby stopping even in the third embodiment. The air cooling function can be demonstrated well.
[0133]
By the way, since 3rd Embodiment is an accumulator-type refrigerating cycle, the cool storage heat exchanger 11 is connected in series at the exit side of the evaporator 8. This is due to the following reason. That is, in the accumulator-type refrigeration cycle, the decompression device 70 can be configured by a fixed throttle such as a capillary tube or an orifice, or a variable throttle that responds to the high-pressure refrigerant pressure, and the expansion valve 7 does not need to be used. Therefore, even if the regenerator heat exchanger 11 is connected in series on the outlet side of the evaporator 8, the above-described malfunction of the superheat degree adjustment of the evaporator outlet refrigerant does not occur.
[0134]
Since a pressure loss always occurs in the refrigerant flow flowing through the refrigerant flow path of the evaporator 8, the refrigerant pressure (evaporation pressure) is reduced on the outlet side compared to the inlet side of the evaporator 8. Here, in the accumulator type refrigeration cycle, since the gas-liquid interface of the refrigerant is formed in the accumulator tank 120 and the refrigerant is saturated, the refrigerant in the evaporator 8 is not overheated. Therefore, the refrigerant temperature (evaporation temperature) always decreases on the outlet side of the evaporator 8 as compared with the inlet side as the refrigerant pressure decreases.
[0135]
Therefore, in the accumulator type refrigeration cycle, the cool storage heat exchanger 11 is connected in series to the outlet side of the evaporator 8 so that the cool storage material can be cooled with a cooler refrigerant, and the temperature difference between the cool storage material and the refrigerant is expanded. Thus, heat exchange efficiency can be improved, and solidification of the regenerator material can be completed in a shorter time.
[0136]
Incidentally, FIG. 12 is a comparative example of the third embodiment, and since the cold storage heat exchanger 11 is connected in series to the inlet side of the evaporator 8, the temperature of the low-pressure refrigerant that cools the cold storage material is higher than that of the third embodiment. It becomes high and the cooling capacity of the cool storage material is lower than in the third embodiment.
[0137]
Since the third embodiment is an accumulator type refrigeration cycle in which the outlet side refrigerant temperature in the evaporator 8 is lower than the outlet side refrigerant temperature, the refrigerant flow path configuration in the evaporator 8 is the opposite of FIG. Use parallel flow instead of flow. That is, in FIG. 14, the refrigerant inlet side heat exchange unit 81 is arranged on the leeward side in the air flow direction A, and the refrigerant outlet side heat exchange unit 82 is arranged on the leeward side in the air flow direction A. Thereby, in the evaporator 8 of the accumulator type refrigeration cycle, the temperature difference between the air and the refrigerant can be increased in both the refrigerant inlet side heat exchanging portion 81 and the refrigerant outlet side heat exchanging portion 82, thereby improving the heat exchanging performance.
[0138]
In the third embodiment, since the refrigerant flows in the evaporator 8 in the same direction B in both the normal cooling / cold storage mode and the cool-to-cooling mode, it is evaporated in the same manner as in the first and second embodiments. The heat exchange performance of the vessel 8 can always be maintained in a good state.
[0139]
In the third embodiment, the check valve 15b is closed when the electric pump 14 is stopped, that is, in the normal cooling / cold storage mode, so that the low-pressure refrigerant on the outlet side of the decompression device 70 passes through the refrigerant return passage 19 and is accumulated. Since it prevents the flow into the tank 120, the check valve 15b is abolished if the flow of the low-pressure refrigerant can be reduced to a level that does not cause any practical problems due to the flow resistance when the electric pump 14 itself stops. May be.
[Brief description of the drawings]
FIG. 1 is a circuit diagram of a refrigeration cycle showing a first embodiment of the present invention.
FIG. 2 is a perspective view illustrating the cold storage material container of FIG. 1;
FIG. 3 is a schematic sectional view of an air-conditioning indoor unit according to the first embodiment.
FIG. 4 is a circuit diagram for explaining operation in a normal cooling mode according to the first embodiment.
FIG. 5 is a circuit diagram for explaining operation in a cold storage cooling mode according to the first embodiment.
FIG. 6 is a circuit diagram for explaining the operation in the cooling-air cooling mode according to the first embodiment.
FIG. 7 is a circuit diagram for explaining the operation in the normal cooling / cold storage mode according to the second embodiment.
FIG. 8 is a circuit diagram for explaining the operation in the cooling-air cooling mode according to the second embodiment.
FIG. 9 is a circuit diagram for explaining operation in a normal cooling / cold storage mode according to a comparative example of the second embodiment.
FIG. 10 is a circuit diagram for explaining the operation in the normal cooling / cold storage mode according to the third embodiment.
FIG. 11 is a circuit diagram for explaining the operation in the cooling-air cooling mode according to the third embodiment.
FIG. 12 is a circuit diagram for explaining operation in a normal cooling / cold storage mode according to a comparative example of the third embodiment.
FIG. 13 is a circuit diagram of a refrigeration cycle of a conventional device.
FIG. 14 is a schematic explanatory diagram of a refrigerant flow path of an evaporator used in the conventional device and the first and second embodiments of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Compressor, 4 ... Vehicle engine, 6 ... Condenser (high pressure side heat exchanger),
7 ... expansion valve (pressure reduction means), 70 ... pressure reduction device (pressure reduction means) such as a fixed throttle,
8 ... Evaporator, 9 ... Cold storage unit, 10 ... Tank member, 11 ... Cold storage heat exchanger,
11a ... Cold storage material container, 15 ... Electric pump.

Claims (3)

少なくとも停車時に車両エンジン（４）を停止する制御を行う車両に搭載される車両用空調装置であって、
前記車両エンジン（４）により駆動される圧縮機（１）と、
前記圧縮機（１）から吐出された高圧冷媒の放熱を行う高圧側熱交換器（６）と、
前記高圧側熱交換器（６）を通過した冷媒を減圧する減圧手段（７０）と、
前記減圧手段（７０）により減圧された低圧冷媒を蒸発させて車室内へ送風される空気を冷却する蒸発器（８）と、
前記圧縮機（１）の稼働時に前記低圧冷媒により冷却される蓄冷材（１１ａ）を有する蓄冷熱交換器（１１）と、
前記蒸発器（８）の冷媒出口側に配置されるアキュムレータタンク（１２０）とを備え、
前記蓄冷熱交換器（１１）を前記蒸発器（８）の冷媒出口側と前記アキュムレータタンク（１２０）との間に設け、
前記アキュムレータタンク（１２０）の内部にて前記蓄冷熱交換器（１１）出口の低圧冷媒の気液を分離して、気相冷媒を前記圧縮機（１）の吸入側に導出するようになっており、
前記圧縮機（１）の稼働時に前記蓄冷熱交換器（１１）を通過した低圧冷媒が前記アキュムレータタンク（１２０）内部を通過して前記圧縮機（１）に吸入されるようにし、
前記アキュムレータタンク（１２０）内の液冷媒を前記蒸発器（８）に導入するポンプ手段（１４）を備え、
前記車両エンジン（４）が停止して前記圧縮機（１）が停止したときに、前記蒸発器（８）で蒸発した気相冷媒を前記蓄冷材（１１ａ）の蓄冷熱により冷却して凝縮し、この凝縮後の液冷媒を前記アキュムレータタンク（１２０）を通して前記ポンプ手段（１４）により前記蒸発器（８）に導入するとともに、
前記圧縮機（１）の停止時における前記蒸発器（８）への冷媒流れ方向を前記圧縮機（１）の稼働時における前記蒸発器（８）への冷媒流れ方向と同一にしたことを特徴とする車両用空調装置。A vehicle air conditioner mounted on a vehicle that performs control to stop the vehicle engine (4) at least when the vehicle stops.
A compressor (1) driven by the vehicle engine (4);
A high-pressure side heat exchanger (6) for radiating heat of the high-pressure refrigerant discharged from the compressor (1);
Decompression means ( 70 ) for decompressing the refrigerant that has passed through the high pressure side heat exchanger (6);
An evaporator (8) for evaporating the low-pressure refrigerant decompressed by the decompression means ( 70 ) and cooling the air blown into the vehicle interior;
A cold storage heat exchanger (11) having a cold storage material (11a) cooled by the low-pressure refrigerant when the compressor (1) is in operation;
An accumulator tank (120) disposed on the refrigerant outlet side of the evaporator (8),
The cold storage heat exchanger (11) is provided between the refrigerant outlet side of the evaporator (8) and the accumulator tank (120),
The gas-liquid refrigerant of the low-pressure refrigerant at the outlet of the regenerator heat exchanger (11) is separated inside the accumulator tank (120), and the gas-phase refrigerant is led out to the suction side of the compressor (1). And
The low-pressure refrigerant that has passed through the cold storage heat exchanger (11) during operation of the compressor (1) passes through the accumulator tank (120) and is sucked into the compressor (1).
Pump means (14) for introducing the liquid refrigerant in the accumulator tank (120) into the evaporator (8) ;
When the vehicle engine (4) is stopped and the compressor (1) is stopped, the vapor-phase refrigerant evaporated in the evaporator (8) is cooled and condensed by the cold storage heat of the cold storage material (11a). The condensed liquid refrigerant is introduced into the evaporator (8) by the pump means (14) through the accumulator tank (120) ,
The refrigerant flow direction to the evaporator (8) when the compressor (1) is stopped is the same as the refrigerant flow direction to the evaporator (8) when the compressor (1) is in operation. A vehicle air conditioner. 前記減圧手段（７０）は、固定絞りもしくは高圧冷媒状態に応動する可変絞りにて構成されることを特徴とする請求項１に記載の車両用空調装置。The vehicle air conditioner according to claim 1 , wherein the pressure reducing means (70) is configured by a fixed throttle or a variable throttle that responds to a high-pressure refrigerant state. 前記圧縮機（１）の稼働時に、前記低圧冷媒が前記ポンプ手段（１４）をバイパスして前記蓄冷熱交換器（１１）に流れるようになっていることを特徴とする請求項１または２に記載の車両用空調装置。The said low pressure refrigerant | coolant bypasses the said pump means (14) and flows into the said cold storage heat exchanger (11) at the time of the said compressor (1) operation | movement, The Claim 1 or 2 characterized by the above-mentioned. The vehicle air conditioner described.
JP2002093768A 2002-02-28 2002-03-29 Air conditioner for vehicles Expired - Fee Related JP3906724B2 (en)

Priority Applications (5)

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JP2002093768A JP3906724B2 (en) 2002-03-29 2002-03-29 Air conditioner for vehicles
DE10308542.4A DE10308542B4 (en) 2002-02-28 2003-02-27 Vehicle air conditioner with cold storage unit
US10/375,245 US6701731B2 (en) 2002-02-28 2003-02-27 Vehicle air conditioner with cold storage unit
KR10-2003-0012476A KR100467361B1 (en) 2002-02-28 2003-02-27 Vehicle air conditioner with cold storage unit
FR0302401A FR2836421B1 (en) 2002-02-28 2003-02-27 AIR CONDITIONER FOR VEHICLE WITH COLD STORAGE UNIT

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DE10258618B3 (en) * 2002-12-16 2004-06-24 Daimlerchrysler Ag Automobile climate-control unit has evaporator connected in series with thermal store for storage of cold delivered to evaporator during standstill intervals
JP2006256512A (en) * 2005-03-17 2006-09-28 Denso Corp Cold and heat accumulator, cold and heat accumulation capsule, and vehicular air-conditioner using the same
KR101170849B1 (en) 2005-12-26 2012-08-02 한라공조주식회사 Air conditioner for vehicle using thermal energy saving system
JP5200593B2 (en) * 2008-03-13 2013-06-05 アイシン精機株式会社 Air conditioner
JP4924545B2 (en) * 2008-06-17 2012-04-25 株式会社デンソー Air conditioner for vehicles
JP2012162125A (en) * 2011-02-04 2012-08-30 Calsonic Kansei Corp Refrigeration cycle device
JP5798402B2 (en) 2011-08-01 2015-10-21 トヨタ自動車株式会社 Cooling system
JP5852368B2 (en) 2011-08-31 2016-02-03 トヨタ自動車株式会社 Cooling system
FR3055251B1 (en) * 2016-08-26 2019-04-05 Valeo Systemes Thermiques THERMAL SYSTEM, IN PARTICULAR A CLIMATE SYSTEM FOR A MOTOR VEHICLE
US11384965B2 (en) 2017-04-04 2022-07-12 Mitsubishi Electric Corporation Refrigeration cycle apparatus performing a refrigerant circulation operation using a liquid pump
CN110425780A (en) * 2018-05-08 2019-11-08 约克（无锡）空调冷冻设备有限公司 Refrigeration system and method for controlling refrigeration system
JP7133384B2 (en) * 2018-08-01 2022-09-08 株式会社デンソー Control device

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