JP4112392B2 - Air conditioner for vehicles - Google Patents

Air conditioner for vehicles Download PDF

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Publication number
JP4112392B2
JP4112392B2 JP2003030862A JP2003030862A JP4112392B2 JP 4112392 B2 JP4112392 B2 JP 4112392B2 JP 2003030862 A JP2003030862 A JP 2003030862A JP 2003030862 A JP2003030862 A JP 2003030862A JP 4112392 B2 JP4112392 B2 JP 4112392B2
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Prior art keywords
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refrigerant
heat exchanger
oil
tube
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JP2004239543A (en
Inventor
浩 濱本
肇 山本
朝信 松村
洋一 宮崎
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Japan Climate Systems Corp
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Japan Climate Systems Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B40/00—Subcoolers, desuperheaters or superheaters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/0008—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits for one medium being in heat conductive contact with the conduits for the other medium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2309/00—Gas cycle refrigeration machines
    • F25B2309/06—Compression machines, plants or systems characterised by the refrigerant being carbon dioxide
    • F25B2309/061—Compression machines, plants or systems characterised by the refrigerant being carbon dioxide with cycle highest pressure above the supercritical pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B9/00—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point
    • F25B9/002—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant
    • F25B9/008—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant the refrigerant being carbon dioxide

Description

【０００１】
【発明の属する技術分野】
本発明は、車両用空調装置に関するものである。
【０００２】
【従来の技術】
従来、車両用空調装置として、冷媒が循環する冷凍サイクルの途中にオイルセパレータを設けることにより、サイクル効率を高めるようにしたものがある（例えば、特許文献１参照）。
【０００３】
すなわち、放熱器と第１減圧器との間にオイルセパレータを設け、そこで分離した潤滑油を第２減圧器で減圧した後、コンプレッサの吸入側に戻すようにしている。
【０００４】
【特許文献１】
特開２０００−２７４８９０号公報
【０００５】
【発明が解決しようとする課題】
しかしながら、前記車両用空調装置では、オイルセパレータが放熱器のヘッダに設けられている。このため、放熱器では、オイルセパレータの占有スペース分、放熱面積が減少し、所望の放熱能力を得るために大型化しなければならないという問題がある。
【０００６】
また、放熱器は車両前方部に配置されるため、分離したオイルをコンプレッサに戻すためのオイル戻し管が長大化すると共に、耐振動性等を考慮した配管レイアウトとしなければならず、設計が非常に困難となり、コストアップを招来する。
【０００７】
そこで、本発明は、簡単な構成であるにも拘わらず、所望の冷凍効率を確保することのできる冷凍サイクルを備えた車両用空調装置を提供することを課題とする。
【０００８】
【課題を解決するための手段】
本発明は、前記課題を解決するための手段として、
コンプレッサから吐出させた冷媒を、車外側熱交換器、冷媒減圧手段、及び、車内側熱交換器を介してコンプレッサに戻して循環させる冷凍サイクルを備え、前記車外側熱交換器から前記冷媒減圧手段に向かって冷媒が流動する高圧部と、前記車内側熱交換器から前記コンプレッサに向かって冷媒が流動する低圧部との間で熱交換させる内部熱交換器を設けた車両用空調装置において、
前記内部熱交換器を、
前記車外側熱交換器から高圧冷媒が流入する第１ヘッダと、
前記第１ヘッダに隣接して設けられ、前記コンプレッサに低圧冷媒を流出する第４ヘッダと、
前記第１ヘッダに対して所定間隔で配置され、前記第１ヘッダから流入した冷媒を前記車内側熱交換器に流出する第２ヘッダと、
前記第２ヘッダに隣接して設けられ、前記車内側熱交換器から流入した冷媒を前記第４ヘッダに流出する第３ヘッダと、
前記第１ヘッダと前記第２ヘッダとを連通する第１チューブと、
前記第３ヘッダと前記第４ヘッダとを連通する第２チューブと、
を備えた構成とし、
前記各ヘッダは、一端から他端に向かって延びる筒状であり、
前記各チューブは、前記各ヘッダの外周壁の一端側から他端側に向かって連通する扁平状であり、
前記第１ヘッダ内に、その長手方向に沿って複数の貫通孔を形成された第１の遮蔽板を配置することにより、前記車外側熱交換器から高圧冷媒が流入する冷媒室と、冷媒室に流入した冷媒からオイルを分離し、前記第１チューブに連通するオイル分離室とに分離し、さらに、一端側に、前記第１の遮蔽板に直交する、複数の貫通孔を形成された第２の遮蔽板を配置することにより、前記オイル分離室で分離されたオイルを回収するオイル回収室を形成し、
前記第１ヘッダのオイル回収室と、前記第４ヘッダとを連通する連通部を設けることにより、前記オイル回収室に回収されたオイルを第４ヘッダに流出させたものである。
【０００９】
この構成により、車外側熱交換器にオイル分離手段を設ける必要がなくなり、大型化することなく、所望の放熱性能を発揮させることができる。また、オイル分離手段で、内部熱交換器の高圧部を流動する冷媒からオイルを分離し、このオイルを高圧部に隣接する低圧部に還流するだけであるので、構成を非常に簡略化することができる。冷媒は、車外側熱交換器を通過する際、外気に放熱されることにより温度低下するので、オイルが分離されやすくなる。また、分離されたオイルがオイル減圧手段によって減圧されるため、コンプレッサへとスムーズに還流させることができる。このため、冷凍サイクルのサイクル効率が向上する。
【００１１】
前記第１の遮蔽板に形成した複数の貫通孔は、前記第１チューブの連通位置に対して直接冷媒が流入しないように平行に位置をずらせて形成するのが好ましい。
【００１２】
前記連通部は、前記第１ヘッダのオイル回収室と、第４ヘッダとの接触部分で連通し、オイル減圧手段を備えるのが好ましい。
【００１５】
【発明の実施の形態】
以下、本発明に係る実施形態を添付図面に従って説明する。
【００１６】
図１は、本実施形態に係る車両用空調装置の冷凍サイクル１を示す。この冷凍サイクル１では、コンプレッサ２から吐出された冷媒が、車外側熱交換器３、冷媒減圧手段である膨張弁４、及び、車内側熱交換器５を介してコンプレッサ２に戻って循環する。車外側熱交換器３から膨張弁４に向かう高圧冷媒と、車内側熱交換器５からコンプレッサ２に向かう低圧冷媒とは、内部熱交換器６によって熱交換可能となっている。
【００１７】
コンプレッサ２は、エンジン７の駆動力が図示しないクラッチを介して伝達され、所定回転数で駆動することにより、冷媒を高温・高圧状態として吐出する。
【００１８】
車外側熱交換器３は車両前方部に配設され、通過する高温・高圧の冷媒と外気との間で熱交換し、冷媒を冷却する。
【００１９】
膨張弁４は、通過する冷媒を気化しやすい状態に減圧する。
【００２０】
車内側熱交換器５は、車内前方部に配設した空調ユニット８内に設けられ、内部を通過する冷媒が気化することにより、空調ユニット８を通過する空気を冷却・除湿する。空調ユニット８には、車内側熱交換器５の下流側にエアミックスダンパ９が設けられ、通過する冷風が分流されている。分流された一方の冷風は、内部をエンジン冷却水が流動するヒータコア１０で加熱され、残る他方の冷風と混合されて所望温度に温調された後、車内に送風される。
【００２１】
内部熱交換器６は、図２に示すように、隣接して設けた第１ヘッダ１１及び第４ヘッダ１４と、第２ヘッダ１２及び第３ヘッダ１３とを所定間隔で配置し、第１ヘッダ１１と第２ヘッダ１２の間、及び、第３ヘッダ１３と第４ヘッダ１４との間を、扁平状の第１チューブ１５、及び、第２チューブ１６でそれぞれ接続したものである。第１ヘッダ１１には、車外側熱交換器３側からの高圧冷媒が流入する。この高圧冷媒は、第１チューブ１５を介して第２ヘッダ１２に流入し、その後、車内側熱交換器５側へと流出する。第３ヘッダ１３には、車内側熱交換器５からの低圧冷媒が流入する。この低圧冷媒は、第２チューブ１６を介して第４ヘッダ１４に流入し、その後、コンプレッサ２側へと流出する。
【００２２】
第１ヘッダ１１は第１遮蔽板１７によって長手方向に２分割され、第１チューブ１５が接続されるオイル分離室１８と、冷媒室１９とが形成されている。第１遮蔽板１７には、長手方向に沿って２列で複数の貫通孔１７ａが形成されている。貫通孔１７ａは、流出する冷媒が第１チューブ１５に直接流入しないように、その流動方向に対して平行に変位した両側に位置している。これにより、冷媒が一旦第１遮蔽板１７に衝突し、冷媒からのオイルの分離を適切に行わせることが可能となる。
【００２３】
また、第１ヘッダ１１の下部には第２遮蔽板２０が設けられ、オイル回収室２１が形成されている。第２遮蔽板２０には、前記冷媒室１９に連通する複数の連通孔２０ａが形成され、冷媒から分離されたオイルが回収されるようになっている。オイル回収室２１と第４ヘッダ１４とは連通管２２によって連通され、回収されたオイルは第４ヘッダ１４を介してコンプレッサ２へと還流されるようになっている。連通管２２内にはオイル減圧手段である絞り部（オリフィス）２３が形成され、オイルは減圧される。
【００２４】
第１チューブ１５及び第２チューブ１６は、熱伝導性に優れた金属材料等で形成される板状材に所定間隔で複数の連通孔１５ａ及び１６ａをそれぞれ形成したもので、押出や鋳造等により加工され、耐圧性に優れている。第１チューブ１５と第２チューブ１６とは、両端の各ヘッダ１１，１２と１３，１４とへの接続部分を除き、互いに面接触するように一体化されている。この面接触部分で高圧冷媒と低圧冷媒との間での熱交換が行われるようになっている。第１ヘッダ１１及び第１チューブ１５から第２ヘッダ１２に続くラインが高圧部であり、第３ヘッダ１３及び第２チューブ１６から第４ヘッダ１４に続くラインが低圧部である。
【００２５】
次に、前記構成の冷凍サイクル１を備えた車両用空調装置の動作について説明する。
【００２６】
コンプレッサ２を駆動することにより、冷媒が圧縮されて高温・高圧状態となって吐出する。吐出した冷媒は、車外側熱交換器３に流入し、外気に放熱され、内部熱交換器６の高圧部を通過する。
【００２７】
高圧部では、冷媒が第１ヘッダ１１の冷媒室１９に流入し、第１遮蔽板１７の貫通孔１７ａを介してオイル分離室１８へと流動する。このとき、冷媒中に含まれるオイルは、冷媒に比べて比重が大きいため、自重により下方へと移動する。そして、第２遮蔽板２０の連通孔２０ａを介してオイル回収室２１に回収される。オイル回収室２１に回収されたオイルは、連通管２２を介して第４ヘッダ１４へと流出する。連通管２２にはオイル減圧手段である絞り部２３が形成されているため、オイルは減圧される。
【００２８】
一方、オイル分離室１８へと流動した冷媒は、第１チューブ１５を介して第２ヘッダ１２へと流動する。第１チューブ１５は、前述の通り、第１遮蔽板１７に対して垂直で、貫通孔１７ａに対して平行に位置がずれて第１ヘッダ１１に接続されているため、冷媒室１９に流入した冷媒が直接貫通孔１７ａを介してオイル分離室１８へと流入することがない。このため、冷媒中に含まれるオイルを効果的にオイル回収室２１へと回収することが可能である。
【００２９】
第１チューブ１５では、流動する高温・高圧の冷媒は面接触した第２チューブ１６を流動する低温・低圧の冷媒に対して放熱し、さらに冷却されて第２ヘッダ１２へと流入する。
【００３０】
冷却された高温・高圧の冷媒は、その後、第２ヘッダ１２から流出し、膨張弁４を通過して気化しやすい状態まで減圧された後、車内側熱交換器５に流入する。車内側熱交換器５では、冷媒が気化することにより、空調ユニット８内を流動する空気を冷却・除湿する。車内側熱交換器５で部分的に気化した冷媒は、内部熱交換器６の低圧部を通過し、低温・低圧となる。
【００３１】
低圧部では、冷媒が第３ヘッダ１３に流入し、第２チューブ１６を介して第４ヘッダ１４へと流動する。冷媒は、第２チューブ１６を通過する際、前述のように、高圧部を流動する高温・高圧の冷媒から吸熱して温度上昇する。したがって、低温・低圧の冷媒が完全に気化して過熱状態となる。また、還流するオイルも、連通管２２を流動する際、絞り部２３を通過することにより減圧されるので、高圧のオイルがコンプレッサ２に還流することがなく、不具合を発生させることはない。
【００３２】
【発明の効果】
以上の説明から明らかなように、本発明によれば、内部熱交換器にオイル分離手段とオイル減圧手段とを一体的に設けたので、構成を簡略化して配管レイアウトを容易に行うことができると共に、安価に制作することが可能となる。
【図面の簡単な説明】
【図１】 本実施形態に係る車内側熱交換器の冷凍サイクルを示す概略図である。
【図２】 図１の内部熱交換器を示す斜視図である。
【図３】 図２の縦断面図である。
【符号の説明】
１…冷凍サイクル
２…コンプレッサ
３…車外側熱交換器
４…膨張弁（冷媒減圧手段）
５…車内側熱交換器
６…内部熱交換器
７…エンジン
８…空調ユニット
９…エアミックスダンパ
１０…ヒータコア
１１…第１ヘッダ
１２…第２ヘッダ
１３…第３ヘッダ
１４…第４ヘッダ
１５…第１チューブ
１６…第２チューブ
１７…第１遮蔽板
１８…オイル分離室
１９…冷媒室
２０…第２遮蔽板
２１…オイル回収室
２２…連通管
２３…絞り部[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner.
[0002]
[Prior art]
Conventionally, as a vehicle air conditioner, there is one that improves cycle efficiency by providing an oil separator in the middle of a refrigeration cycle in which refrigerant circulates (see, for example, Patent Document 1).
[0003]
That is, an oil separator is provided between the radiator and the first decompressor, and the separated lubricant is decompressed by the second decompressor and then returned to the suction side of the compressor.
[0004]
[Patent Document 1]
JP 2000-274890 A
[Problems to be solved by the invention]
However, in the vehicle air conditioner, an oil separator is provided on the header of the radiator. For this reason, in a heat radiator, there exists a problem that the thermal radiation area reduces by the occupied space of an oil separator, and must be enlarged in order to obtain desired heat radiation capability.
[0006]
In addition, since the radiator is located in the front part of the vehicle, the oil return pipe for returning the separated oil to the compressor is lengthened, and the piping layout must take into account vibration resistance, etc. It will be difficult and will increase the cost.
[0007]
Therefore, an object of the present invention is to provide a vehicle air conditioner equipped with a refrigeration cycle that can ensure a desired refrigeration efficiency in spite of a simple configuration.
[0008]
[Means for Solving the Problems]
As a means for solving the above problems, the present invention provides:
A refrigerant refrigeration cycle for circulating the refrigerant discharged from the compressor back to the compressor via the vehicle exterior heat exchanger, the refrigerant decompression means, and the vehicle interior heat exchanger; and the refrigerant decompression means from the vehicle exterior heat exchanger In the vehicle air conditioner provided with an internal heat exchanger for exchanging heat between the high-pressure portion where the refrigerant flows toward the compressor and the low-pressure portion where the refrigerant flows from the vehicle interior heat exchanger toward the compressor,
The internal heat exchanger,
A first header into which high-pressure refrigerant flows from the vehicle exterior heat exchanger;
A fourth header provided adjacent to the first header and for flowing out low-pressure refrigerant to the compressor;
A second header that is arranged at a predetermined interval with respect to the first header, and that flows out the refrigerant flowing from the first header to the vehicle interior heat exchanger;
A third header which is provided adjacent to the second header and flows out the refrigerant flowing in from the vehicle interior heat exchanger to the fourth header;
A first tube communicating the first header and the second header;
A second tube communicating the third header and the fourth header;
And a configuration with
Each of the headers has a cylindrical shape extending from one end toward the other end,
Each tube has a flat shape communicating from one end side to the other end side of the outer peripheral wall of each header,
A refrigerant chamber into which high-pressure refrigerant flows from the vehicle exterior heat exchanger, and a refrigerant chamber by disposing a first shielding plate having a plurality of through holes formed along the longitudinal direction in the first header. The oil is separated from the refrigerant that has flowed into the oil, separated into an oil separation chamber that communicates with the first tube, and a plurality of through holes that are orthogonal to the first shielding plate are formed on one end side. By arranging two shielding plates, an oil recovery chamber for recovering the oil separated in the oil separation chamber is formed,
By providing a communication portion that connects the oil recovery chamber of the first header and the fourth header, the oil recovered in the oil recovery chamber flows out to the fourth header .
[0009]
With this configuration, it is not necessary to provide oil separation means in the vehicle exterior heat exchanger, and desired heat dissipation performance can be exhibited without increasing the size. Also, the oil separation means only separates the oil from the refrigerant flowing in the high pressure part of the internal heat exchanger, and recirculates this oil to the low pressure part adjacent to the high pressure part, so the configuration is greatly simplified. Can do. When the refrigerant passes through the heat exchanger outside the vehicle, the temperature is reduced by radiating heat to the outside air, so that the oil is easily separated. Further, since the separated oil is depressurized by the oil depressurizing means, it can be smoothly recirculated to the compressor. For this reason, the cycle efficiency of the refrigeration cycle is improved.
[0011]
The plurality of through holes formed in the first shielding plate are preferably formed so as to be shifted in parallel so that the refrigerant does not directly flow into the communication position of the first tube.
[0012]
It is preferable that the communication portion communicates at a contact portion between the oil recovery chamber of the first header and the fourth header and includes an oil pressure reducing unit .
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments according to the present invention will be described below with reference to the accompanying drawings.
[0016]
FIG. 1 shows a refrigeration cycle 1 of a vehicle air conditioner according to the present embodiment. In the refrigeration cycle 1, the refrigerant discharged from the compressor 2 circulates back to the compressor 2 via the vehicle exterior heat exchanger 3, the expansion valve 4 that is a refrigerant decompression means, and the vehicle interior heat exchanger 5. The internal heat exchanger 6 can exchange heat between the high-pressure refrigerant traveling from the vehicle exterior heat exchanger 3 toward the expansion valve 4 and the low-pressure refrigerant traveling from the vehicle interior heat exchanger 5 toward the compressor 2.
[0017]
The compressor 2 receives the driving force of the engine 7 via a clutch (not shown), and is driven at a predetermined rotational speed to discharge the refrigerant in a high temperature / high pressure state.
[0018]
The vehicle exterior heat exchanger 3 is disposed in the front portion of the vehicle, and exchanges heat between the passing high-temperature and high-pressure refrigerant and the outside air to cool the refrigerant.
[0019]
The expansion valve 4 depressurizes the refrigerant passing therethrough so as to be easily vaporized.
[0020]
The vehicle interior heat exchanger 5 is provided in the air conditioning unit 8 disposed in the front part of the vehicle, and cools and dehumidifies the air passing through the air conditioning unit 8 by vaporizing the refrigerant passing through the interior. The air conditioning unit 8 is provided with an air mix damper 9 on the downstream side of the vehicle interior heat exchanger 5, and the passing cold air is divided. One of the divided cold winds is heated by the heater core 10 in which the engine cooling water flows, mixed with the remaining cold wind, adjusted to a desired temperature, and then blown into the vehicle.
[0021]
As shown in FIG. 2, the internal heat exchanger 6 includes a first header 11 and a fourth header 14 provided adjacent to each other, and a second header 12 and a third header 13 arranged at a predetermined interval. 11 and the second header 12 and between the third header 13 and the fourth header 14 are connected by a flat first tube 15 and a second tube 16, respectively. High-pressure refrigerant from the vehicle exterior heat exchanger 3 side flows into the first header 11. The high-pressure refrigerant flows into the second header 12 through the first tube 15 and then flows out to the vehicle interior heat exchanger 5 side. Low-pressure refrigerant from the vehicle interior heat exchanger 5 flows into the third header 13. The low-pressure refrigerant flows into the fourth header 14 through the second tube 16 and then flows out to the compressor 2 side.
[0022]
The first header 11 is divided into two in the longitudinal direction by the first shielding plate 17, and an oil separation chamber 18 to which the first tube 15 is connected and a refrigerant chamber 19 are formed. A plurality of through holes 17a are formed in the first shielding plate 17 in two rows along the longitudinal direction. The through holes 17a are located on both sides displaced parallel to the flow direction so that the refrigerant flowing out does not directly flow into the first tube 15. As a result, the refrigerant once collides with the first shielding plate 17, and the oil can be appropriately separated from the refrigerant.
[0023]
A second shielding plate 20 is provided below the first header 11 and an oil recovery chamber 21 is formed. The second shielding plate 20 is formed with a plurality of communication holes 20a communicating with the refrigerant chamber 19, so that oil separated from the refrigerant is collected. The oil recovery chamber 21 and the fourth header 14 are communicated with each other by a communication pipe 22, and the recovered oil is returned to the compressor 2 through the fourth header 14. A throttle portion (orifice) 23, which is an oil decompression means, is formed in the communication pipe 22, and the oil is decompressed.
[0024]
The first tube 15 and the second tube 16 are formed by forming a plurality of communication holes 15a and 16a at predetermined intervals in a plate-like material formed of a metal material or the like having excellent thermal conductivity, and are formed by extrusion or casting. Processed and excellent in pressure resistance. The first tube 15 and the second tube 16 are integrated so as to be in surface contact with each other except for the connection portions to the headers 11, 12 and 13, 14 at both ends. Heat exchange is performed between the high-pressure refrigerant and the low-pressure refrigerant at the surface contact portion. A line continuing from the first header 11 and the first tube 15 to the second header 12 is a high-pressure part, and a line continuing from the third header 13 and the second tube 16 to the fourth header 14 is a low-pressure part.
[0025]
Next, the operation of the vehicle air conditioner provided with the refrigeration cycle 1 having the above-described configuration will be described.
[0026]
By driving the compressor 2, the refrigerant is compressed and discharged in a high temperature / high pressure state. The discharged refrigerant flows into the vehicle exterior heat exchanger 3, dissipates heat to the outside air, and passes through the high pressure portion of the internal heat exchanger 6.
[0027]
In the high pressure part, the refrigerant flows into the refrigerant chamber 19 of the first header 11 and flows into the oil separation chamber 18 through the through hole 17 a of the first shielding plate 17. At this time, since the oil contained in the refrigerant has a higher specific gravity than the refrigerant, the oil moves downward due to its own weight. And it is collect | recovered by the oil collection | recovery chamber 21 through the communicating hole 20a of the 2nd shielding board 20. FIG. The oil recovered in the oil recovery chamber 21 flows out to the fourth header 14 through the communication pipe 22. Since the communication pipe 22 is formed with a throttle 23 which is an oil decompression means, the oil is decompressed.
[0028]
On the other hand, the refrigerant flowing into the oil separation chamber 18 flows into the second header 12 through the first tube 15. As described above, the first tube 15 is perpendicular to the first shielding plate 17 and displaced in parallel to the through hole 17a and is connected to the first header 11, and thus flows into the refrigerant chamber 19. The refrigerant does not flow directly into the oil separation chamber 18 through the through hole 17a. For this reason, it is possible to effectively recover the oil contained in the refrigerant into the oil recovery chamber 21.
[0029]
In the first tube 15, the flowing high-temperature / high-pressure refrigerant dissipates heat to the low-temperature / low-pressure refrigerant flowing in the surface-contacted second tube 16, and is further cooled and flows into the second header 12.
[0030]
The cooled high-temperature and high-pressure refrigerant then flows out from the second header 12, passes through the expansion valve 4, is decompressed to a state where it can be easily vaporized, and then flows into the vehicle interior heat exchanger 5. In the vehicle interior heat exchanger 5, the air flowing in the air conditioning unit 8 is cooled and dehumidified by the vaporization of the refrigerant. The refrigerant partially vaporized by the vehicle interior heat exchanger 5 passes through the low pressure portion of the internal heat exchanger 6 and becomes low temperature and low pressure.
[0031]
In the low pressure part, the refrigerant flows into the third header 13 and flows to the fourth header 14 via the second tube 16. When the refrigerant passes through the second tube 16, as described above, the refrigerant absorbs heat from the high-temperature / high-pressure refrigerant flowing in the high-pressure portion and rises in temperature. Therefore, the low-temperature and low-pressure refrigerant is completely vaporized and becomes overheated. Also, since the oil that flows back is reduced in pressure by passing through the throttle 23 when flowing through the communication pipe 22, the high-pressure oil does not flow back to the compressor 2, so that no trouble occurs.
[0032]
【The invention's effect】
As is apparent from the above description, according to the present invention, since the oil separation means and the oil pressure reduction means are integrally provided in the internal heat exchanger, the configuration can be simplified and the piping layout can be easily performed. At the same time, it can be produced at low cost.
[Brief description of the drawings]
FIG. 1 is a schematic view showing a refrigeration cycle of an in-vehicle heat exchanger according to the present embodiment.
FIG. 2 is a perspective view showing the internal heat exchanger of FIG.
3 is a longitudinal sectional view of FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Refrigeration cycle 2 ... Compressor 3 ... Outside vehicle heat exchanger 4 ... Expansion valve (refrigerant decompression means)
5 ... Inside heat exchanger 6 ... Internal heat exchanger 7 ... Engine 8 ... Air conditioning unit 9 ... Air mix damper 10 ... Heater core 11 ... First header 12 ... Second header 13 ... Third header 14 ... Fourth header 15 ... 1st tube 16 ... 2nd tube 17 ... 1st shielding plate 18 ... Oil separation chamber 19 ... Refrigerant chamber 20 ... 2nd shielding plate 21 ... Oil recovery chamber 22 ... Communication pipe 23 ... Restriction part

Claims (3)

コンプレッサから吐出させた冷媒を、車外側熱交換器、冷媒減圧手段、及び、車内側熱交換器を介してコンプレッサに戻して循環させる冷凍サイクルを備え、前記車外側熱交換器から前記冷媒減圧手段に向かって冷媒が流動する高圧部と、前記車内側熱交換器から前記コンプレッサに向かって冷媒が流動する低圧部との間で熱交換させる内部熱交換器を設けた車両用空調装置において、
前記内部熱交換器を、
前記車外側熱交換器から高圧冷媒が流入する第１ヘッダと、
前記第１ヘッダに隣接して設けられ、前記コンプレッサに低圧冷媒を流出する第４ヘッダと、
前記第１ヘッダに対して所定間隔で配置され、前記第１ヘッダから流入した冷媒を前記車内側熱交換器に流出する第２ヘッダと、
前記第２ヘッダに隣接して設けられ、前記車内側熱交換器から流入した冷媒を前記第４ヘッダに流出する第３ヘッダと、
前記第１ヘッダと前記第２ヘッダとを連通する第１チューブと、
前記第３ヘッダと前記第４ヘッダとを連通する第２チューブと、
を備えた構成とし、
前記各ヘッダは、一端から他端に向かって延びる筒状であり、
前記各チューブは、前記各ヘッダの外周壁の一端側から他端側に向かって連通する扁平状であり、
前記第１ヘッダ内に、その長手方向に沿って複数の貫通孔を形成された第１の遮蔽板を配置することにより、前記車外側熱交換器から高圧冷媒が流入する冷媒室と、冷媒室に流入した冷媒からオイルを分離し、前記第１チューブに連通するオイル分離室とに分離し、さらに、一端側に、前記第１の遮蔽板に直交する、複数の貫通孔を形成された第２の遮蔽板を配置することにより、前記オイル分離室で分離されたオイルを回収するオイル回収室を形成し、
前記第１ヘッダのオイル回収室と、前記第４ヘッダとを連通する連通部を設けることにより、前記オイル回収室に回収されたオイルを第４ヘッダに流出させたことを特徴とする車両用空調装置。A refrigerant discharged from the compressor is provided with an outside heat exchanger, refrigerant decompression means, and a refrigeration cycle that circulates the refrigerant back to the compressor via the inside heat exchanger, and the refrigerant decompression means from the outside heat exchanger. In the vehicle air conditioner provided with an internal heat exchanger for exchanging heat between the high-pressure portion where the refrigerant flows toward the compressor and the low-pressure portion where the refrigerant flows from the vehicle interior heat exchanger toward the compressor,
The internal heat exchanger,
A first header into which high-pressure refrigerant flows from the vehicle exterior heat exchanger;
A fourth header which is provided adjacent to the first header and flows out low-pressure refrigerant to the compressor;
A second header that is arranged at a predetermined interval with respect to the first header, and that flows out the refrigerant flowing from the first header to the vehicle interior heat exchanger;
A third header that is provided adjacent to the second header and flows out the refrigerant flowing in from the vehicle interior heat exchanger to the fourth header;
A first tube communicating the first header and the second header;
A second tube communicating the third header and the fourth header;
And a configuration with
Each of the headers has a cylindrical shape extending from one end toward the other end,
Each tube has a flat shape communicating from one end side to the other end side of the outer peripheral wall of each header,
A refrigerant chamber into which a high-pressure refrigerant flows from the vehicle exterior heat exchanger, and a refrigerant chamber by disposing a first shielding plate having a plurality of through holes formed along the longitudinal direction in the first header. The oil is separated from the refrigerant that has flown into the oil separation chamber, separated into an oil separation chamber that communicates with the first tube, and a plurality of through holes that are orthogonal to the first shielding plate are formed on one end side. By arranging the two shielding plates, an oil recovery chamber for recovering the oil separated in the oil separation chamber is formed,
The vehicle air conditioner is characterized in that the oil recovered in the oil recovery chamber is caused to flow out to the fourth header by providing a communication portion that communicates the oil recovery chamber of the first header and the fourth header. apparatus. 前記第１の遮蔽板に形成した複数の貫通孔は、前記第１チューブの連通位置に対して直接冷媒が流入しないように平行に位置をずらせて形成したことを特徴とする請求項１に記載の車両用空調装置。 The plurality of through holes formed in the first shielding plate are formed by shifting the positions in parallel so that the refrigerant does not directly flow into the communication position of the first tube. The vehicle air conditioner described. 前記連通部は、前記第１ヘッダのオイル回収室と、第４ヘッダとの接触部分で連通し、オイル減圧手段を備えたことを特徴とする請求項１又は２に記載の車両用空調装置。The vehicle air conditioner according to claim 1 or 2 , wherein the communication portion communicates at a contact portion between the oil recovery chamber of the first header and the fourth header, and includes an oil decompression unit.
JP2003030862A 2003-02-07 2003-02-07 Air conditioner for vehicles Expired - Fee Related JP4112392B2 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8074475B2 (en) 2005-06-03 2011-12-13 Lg Electronics Inc. Heater apparatus for washing machine

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Publication number Priority date Publication date Assignee Title
JP4787070B2 (en) * 2006-05-30 2011-10-05 サンデン株式会社 Refrigeration cycle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8074475B2 (en) 2005-06-03 2011-12-13 Lg Electronics Inc. Heater apparatus for washing machine

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