JP5786157B2 - Control valve - Google Patents

Description

  The present invention relates to a control valve, and more particularly to a control valve suitable for switching a plurality of fluid passages through which a working fluid flows.

  In recent years, in vehicles equipped with an internal combustion engine, the combustion efficiency of the engine has improved, and it has become difficult for the cooling water used as a heat source to rise to the temperature required for heating. On the other hand, in a hybrid vehicle using both an internal combustion engine and an electric motor, the utilization rate of the internal combustion engine is low, so that it is more difficult to use such cooling water. There is no heat source by an internal combustion engine in an electric vehicle. For this reason, a heat pump type vehicle air conditioner that performs cycle operation using a refrigerant not only for cooling but also for heating to dehumidify and heat the vehicle interior has been proposed (see, for example, Patent Document 1).

  Such a vehicle air conditioner has a refrigeration cycle including a compressor, an outdoor heat exchanger, an evaporator, an indoor heat exchanger, etc., and the function of the outdoor heat exchanger is switched between heating operation and cooling operation. It is done. During the heating operation, the outdoor heat exchanger functions as an evaporator. At that time, the indoor heat exchanger dissipates heat while the refrigerant circulates through the refrigeration cycle, and the air in the passenger compartment is heated by the heat. On the other hand, the outdoor heat exchanger functions as a condenser during the cooling operation. At that time, the refrigerant condensed in the outdoor heat exchanger evaporates in the evaporator, and the air in the passenger compartment is cooled by the latent heat of evaporation. At that time, dehumidification is also performed. In order to switch the function of the apparatus between the heating operation and the cooling operation in this way, the refrigeration cycle is provided with a plurality of refrigerant circulation passages, and various controls for switching the refrigerant flow in each refrigerant circulation passage. A valve is provided.

Japanese Patent Laid-Open No. 9-240266

  By the way, when many control valves are used in such a vehicle air conditioner, the cost is naturally increased, and there is a problem in installation space. For this reason, it is desirable to reduce the total number of control valves and component costs as much as possible. On the other hand, it is necessary to satisfactorily ensure the air conditioning performance according to the operation state while suppressing the number and cost of the control valves.

  An object of the present invention is to totally suppress the cost of a control valve for switching a plurality of fluid passages through which a working fluid flows.

  In order to solve the above problems, a control valve according to an aspect of the present invention includes a first internal passage and a second internal passage, and is parallel to the first valve provided in the first internal passage and the second internal passage. A common body for housing the second valve and the third valve provided in the main body, a common actuator for electrically controlling the opening degree of the first valve, the second valve and the third valve, and the second valve An operation switching mechanism that maintains the first valve and the third valve in the closed state, maintains the first valve in the fully opened state and maintains the second valve in the closed state in the controlled state of the third valve; .

  According to this aspect, the first valve, the second valve, and the third valve are provided to adjust the opening degrees of the first internal passage and the second internal passage, respectively, and these valves are accommodated in the common body. It is configured as a control valve (composite valve) that is driven to open and close by a common actuator. The second valve and the third valve are provided in parallel in the second internal passage, and the opening degree of one is controlled when the first valve is in the closed state, and the other opening degree is in the fully opened state of the first valve. It is controlled when it is in (flow rate saturation state). That is, by providing the second valve and the third valve, the opening degree of the second internal passage can be adjusted in both the open state and the shut-off state of the first internal passage, and these are realized by one actuator. can do. Further, by maintaining the other valves in the closed state or the fully opened state in the control state of either the second valve or the third valve, the state of the other valve does not substantially affect the control of each valve. I am doing so. In other words, the three valves can be driven by one actuator by preventing the first valve, the second valve, and the third valve from affecting the control in this way. Thereby, the number of bodies and actuators can be suppressed relative to the number of valves.

  ADVANTAGE OF THE INVENTION According to this invention, the cost which accumulates in the control valve which switches the some fluid channel through which a working fluid flows can be suppressed total.

It is a figure showing the system configuration | structure of the vehicle air conditioner which concerns on embodiment. It is explanatory drawing showing operation | movement of the vehicle air conditioner. It is explanatory drawing showing operation | movement of the vehicle air conditioner. It is sectional drawing showing the structure and operation | movement of a 2nd control valve. It is sectional drawing showing the structure and operation | movement of a 2nd control valve. It is sectional drawing showing the structure and operation | movement of a 2nd control valve. It is sectional drawing showing the structure and operation | movement of a 2nd control valve. It is sectional drawing showing the structure and operation | movement of the 2nd control valve which concern on a modification.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram illustrating a system configuration of a vehicle air conditioning apparatus according to an embodiment. This vehicle air conditioner is embodied as an air conditioner for an electric vehicle.

  The vehicle air conditioner 100 includes a refrigeration cycle (refrigerant circulation circuit) in which a compressor 2, an auxiliary condenser 3, an outdoor heat exchanger 5, an evaporator 7, and an accumulator 8 are connected by piping. The vehicle air conditioner 100 is a heat pump type air conditioner that performs air conditioning in the vehicle interior using the heat of the refrigerant in a process in which alternative chlorofluorocarbon (HFO-1234yf) as a refrigerant circulates while changing its state in the refrigeration cycle. It is configured as.

  The compressor 2, the auxiliary condenser 3, the outdoor heat exchanger 5 and the accumulator 8 are provided outside the vehicle compartment (engine room). On the other hand, a duct for exchanging heat of air is provided in the passenger compartment, the evaporator 7 is disposed upstream of the air flow direction in the duct, and the hot water heater 12 is disposed downstream. A hot water circulation path 14 different from the refrigeration cycle is provided between the auxiliary condenser 3 and the hot water heater 12. The auxiliary condenser 3 performs heat exchange between the refrigerant flowing through the refrigeration cycle and the cooling water (such as brine) flowing through the hot water circulation path 14. The hot water circulation path 14 is provided with a pump 16 for circulating the cooling water and a PTC (Positive Temperature Coefficient) heater 18 driven in an auxiliary manner.

  The vehicle air conditioner 100 is operated so as to switch a plurality of refrigerant circulation passages between the cooling operation and the heating operation. This refrigeration cycle is configured such that the auxiliary condenser 3 and the outdoor heat exchanger 5 can be operated in series as a condenser, and the evaporator 7 and the outdoor heat exchanger 5 can be operated in parallel as an evaporator. Has been. That is, a first refrigerant circulation passage through which refrigerant circulates during cooling operation (dehumidification), a second refrigerant circulation passage through which refrigerant circulates during heating operation, and a third refrigerant circulation passage through which refrigerant circulates during dehumidification during heating operation are formed. Is done.

  The first refrigerant circulation passage is a passage through which the refrigerant circulates as follows: compressor 2 → auxiliary condenser 3 → outdoor heat exchanger 5 → evaporator 7 → accumulator 8 → compressor 2. The second refrigerant circulation passage is a passage through which the refrigerant circulates as follows: compressor 2 → auxiliary condenser 3 → outdoor heat exchanger 5 → accumulator 8 → compressor 2. The third refrigerant circulation passage is a passage through which the refrigerant circulates like the compressor 2 → the auxiliary condenser 3 → the evaporator 7 → the accumulator 8 → the compressor 2. The flow of the refrigerant flowing through the outdoor heat exchanger 5 is in the opposite direction between the first refrigerant circulation passage and the second refrigerant circulation passage.

  Specifically, the discharge chamber of the compressor 2 is connected to the inlet of the auxiliary condenser 3 via the first passage 21, and the outlet of the auxiliary condenser 3 is connected to one of the outdoor heat exchangers 5 via the second passage 22. Connected to the entrance. The other inlet / outlet of the outdoor heat exchanger 5 is connected to the inlet of the evaporator 7 through the third passage 23, and the outlet of the evaporator 7 is connected to the inlet of the accumulator 8 through the fourth passage 24 (return passage). ing. A first refrigerant circulation passage is formed by the first passage 21, the second passage 22, the third passage 23, and the fourth passage 24.

  The second passage 22 is provided with a first branch point, a second branch point, and a third branch point from the auxiliary condenser 3 side. That is, the second passage 22 branches from the bypass passage 25 at the first branch point, branches from the bypass passage 26 at the second branch point, and branches from the bypass passage 27 at the third branch point. Then, by connecting the bypass passage 25 to the third passage 23, the third refrigerant that can supply at least a part of the refrigerant led out from the auxiliary condenser 3 to the evaporator 7 by bypassing the outdoor heat exchanger 5. A circulation passage is formed. Further, the bypass passage 26 is connected to the other inlet / outlet of the outdoor heat exchanger 5, and the bypass passage 27 is connected to the inlet of the accumulator 8, thereby forming a second refrigerant circulation passage. Further, a bypass passage 28 that connects the first passage 21 and the second passage 22 so as to bypass the auxiliary condenser 3 is also provided.

  A downstream side of the fourth passage 24 with respect to the junction with the bypass passage 27 is a first shared passage 41 that is a shared passage of the first refrigerant circulation passage, the second refrigerant circulation passage, and the third refrigerant circulation passage. . Further, the downstream side of the third passage 23 with respect to the junction with the bypass passage 25 is a second shared passage 42 that is a shared passage of the first refrigerant circulation passage and the third refrigerant circulation passage. And the internal heat exchanger 10 is arrange | positioned so that the 1st shared channel | path 41 and the 2nd shared channel | path 42 may be penetrated partially.

  The first control valve 4 is provided at a branch point (second branch point) between the second passage 22 and the bypass passage 26. A second control valve 6 is provided at the junction of the third passage 23 and the bypass passage 25. A third control valve 9 is provided at the junction of the fourth passage 24 and the bypass passage 27. Further, an opening / closing valve 30 is provided in the bypass passage 28.

  The compressor 2 is configured as an electric compressor that houses a motor and a compression mechanism in a housing, is driven by a supply current from a battery (not shown), and the discharge capacity of the refrigerant changes according to the rotational speed of the motor.

  The auxiliary condenser 3 functions as an auxiliary condenser that dissipates the refrigerant separately from the outdoor heat exchanger 5, and performs heat exchange between the refrigerant flowing through the refrigeration cycle and the cooling water flowing through the hot water circulation path 14. That is, the cooling water flowing through the hot water circulation path 14 is heated by the high-temperature refrigerant discharged from the compressor 2 to cause the hot water heater 12 to function. Of the air taken into the duct and cooled and dehumidified by the evaporator 7, the air distributed by an air mix door (not shown) passes through the hot water heater 12 and is appropriately heated. The air that has passed through the hot water heater 12 and the bypassed air are mixed on the downstream side of the hot water heater 12 and adjusted to a target temperature. The PTC heater 18 is a heater having a self-temperature control function, and operates based on the opening degree of the air mix door, the outside air temperature, and the like. Heating by the PTC heater 18 is possible until the cooling water is warmed. Since such a PTC heater itself is publicly known, description thereof is omitted.

  The outdoor heat exchanger 5 functions as an outdoor condenser that dissipates the refrigerant that passes through the interior during the cooling operation, and functions as an outdoor evaporator that evaporates the refrigerant that passes through the interior during the heating operation. When the outdoor heat exchanger 5 functions as an evaporator, the refrigerant having a low temperature and a low pressure due to passage through an expansion device (a proportional valve 32 described later) evaporates when passing through the outdoor heat exchanger 5.

  The evaporator 7 is arrange | positioned in a vehicle interior, and functions as an indoor evaporator which evaporates the refrigerant | coolant which passes the inside. That is, the refrigerant that has become low temperature and low pressure by passing through the expansion device (the proportional valve 33 described later) evaporates when passing through the evaporator 7. The air introduced into the passenger compartment is cooled and dehumidified by the latent heat of vaporization. At this time, the cooled and dehumidified air is heated during the passage of the hot water heater 12.

  The accumulator 8 is a device that separates and stores the refrigerant sent from the evaporator, and has a liquid phase part and a gas phase part. For this reason, even if liquid refrigerant more than expected is derived from the evaporator 7, the liquid refrigerant can be stored in the liquid phase part, and the refrigerant in the gas phase part can be derived to the compressor 2.

  The first control valve 4 is configured as a composite valve in which a proportional valve 31 and a proportional valve 32 are accommodated in a common body and are driven by one actuator. The body of the first control valve 4 is provided with a first internal passage that connects the second branch point and the third branch point in the second passage 22 and a second internal passage that constitutes a bypass passage 26. The proportional valve 31 is a large-diameter valve and is provided in the first internal passage to adjust its opening. The proportional valve 32 is a small-diameter valve and is provided in the second internal passage to adjust its opening. The proportional valve 32 also functions as an expansion device. In the present embodiment, an electric valve capable of adjusting the opening degree of each valve by driving a stepping motor is used as the first control valve 4, but an electromagnetic valve capable of adjusting the opening degree of each valve by energizing the solenoid is used. You may make it use.

  The second control valve 6 is configured as a collective valve that accommodates the proportional valve 33, the proportional valve 38, and the check valve 39 in a common body. The body of the second control valve 6 includes a first internal passage connected to the bypass passage 25, a second internal passage connected to the downstream side of the third passage 23, and a third internal passage connected to the upstream side of the third passage 23. Is provided. In the present embodiment, an electric valve capable of adjusting the opening degree of the proportional valve 33 and the proportional valve 38 by driving the stepping motor is used as the second control valve 6, but the opening degree of each valve is adjusted by energizing the solenoid. A possible solenoid valve may be used.

  The proportional valve 33 is provided in the second internal passage and squeezes and expands the refrigerant introduced from the outdoor heat exchanger 5 through the third passage 23 or the refrigerant introduced from the auxiliary condenser 3 through the bypass passage 25. It also functions as an “expansion device” that leads to the downstream side. The proportional valve 38 is provided in the first internal passage, and allows or blocks the refrigerant flow in the bypass passage 25 by opening and closing thereof. The proportional valve 38 is configured as an on / off valve that is electrically opened and closed from the outside.

  The check valve 39 is provided on the upstream side of the third internal passage, specifically, the junction with the bypass passage 25 in the third passage 23 (the junction with the third refrigerant circulation passage in the first refrigerant circulation passage). Yes. The check valve 39 is configured as a mechanical valve that prevents the refrigerant that has passed through the bypass passage 25 from flowing back to the outdoor heat exchanger 5 side. The check valve 39 may be configured as a differential pressure valve that opens when the differential pressure before and after becomes equal to or higher than the set differential pressure. A specific configuration of the second control valve 6 will be described later.

  The third control valve 9 is configured as a composite valve in which the proportional valve 35 and the proportional valve 36 are accommodated in a common body and are driven by one actuator. The body of the third control valve 9 is provided with a first internal passage constituting the fourth passage 24 and a second internal passage constituting the bypass passage 27. The proportional valve 35 is a large-diameter valve and is provided in the second internal passage to adjust its opening. The proportional valve 36 is a large-diameter valve and is provided in the first internal passage to adjust its opening. In the present embodiment, an electric valve capable of adjusting the opening of each valve by driving a stepping motor is used as the third control valve 9, but an electromagnetic valve capable of adjusting the opening of each valve by energizing the solenoid is used. You may make it use.

  The on-off valve 30 is configured as an on / off valve that is electrically opened and closed from the outside. In the present embodiment, an electric valve that can be opened and closed by driving a stepping motor is used as the on-off valve 30, but an electromagnetic valve that can be opened and closed by energizing a solenoid may be used. As will be described later, the on-off valve 30 is appropriately opened during cooling operation to supply a part of the refrigerant discharged from the compressor 2 to the outdoor heat exchanger 5 without passing through the auxiliary condenser 3. . Thereby, the pressure loss in the auxiliary condenser 3 is reduced, and the work efficiency of the compressor 2 is increased.

  The internal heat exchanger 10 partially passes through the first shared passage 41 and the second shared passage 42 to exchange heat of the refrigerant flowing through both shared passages. As a result, the refrigerant flowing from the auxiliary condenser 3 or the outdoor heat exchanger 5 toward the evaporator 7 is cooled by the refrigerant flowing from the accumulator 8 toward the compressor 2, while from the accumulator 8 toward the compressor 2. The flowing refrigerant is heated by the refrigerant flowing from the auxiliary condenser 3 or the outdoor heat exchanger 5 toward the evaporator 7, and the heat exchange rate of the refrigeration cycle is increased. As shown in the figure, the junction of the third passage 23 and the bypass passage 25 is provided upstream of the inlet of the internal heat exchanger 10. The proportional valve 33 is provided on the downstream side of the outlet of the internal heat exchanger 10.

  The vehicle air conditioning apparatus 100 configured as described above is controlled by a control unit (not shown). The control unit calculates the control amount of each actuator to realize the room temperature set by the vehicle occupant, and outputs a control signal to the drive circuit of each actuator. The control unit determines the control amount (valve opening degree and opening / closing state) of each control valve based on predetermined external information detected by various sensors such as the temperature inside and outside the vehicle interior and the temperature of air blown from the evaporator 7. The current is supplied to the actuator so that the control amount is realized. Since a stepping motor is used as an actuator in this embodiment, the control unit outputs a control pulse signal to the stepping motor so that the control amount of each control valve is realized. By such control, the compressor 2 introduces the refrigerant having the suction pressure Ps through the suction chamber, compresses the refrigerant, and discharges it as the refrigerant having the discharge pressure Pd. In this embodiment, in order to realize such control, each of the outlet of the auxiliary condenser 3, the inlet and outlet of the outdoor heat exchanger 5, the inlet and outlet of the evaporator 7, and the inlet and outlet of the internal heat exchanger 10 are provided. A plurality of temperature sensors are installed for detecting the temperature.

  Next, operation | movement of the refrigerating cycle of this embodiment is demonstrated. 2 and 3 are explanatory diagrams showing the operation of the vehicle air conditioning apparatus. FIG. 2 shows a state during cooling operation, (A) shows a state during normal cooling operation, and (B) shows a state during specific cooling operation. FIG. 3 shows the state during heating operation, (A) shows the state during specific heating operation, (B) shows the state during normal heating operation, and (C) shows the state during special heating operation. Yes. The “specific cooling operation” is an operation state in which the function of dehumidification is particularly enhanced in the cooling operation. The “specific heating operation” is an operation state in which the dehumidifying function is particularly enhanced in the heating operation. The “special heating operation” is an operation state in which the outdoor heat exchanger 5 is not functioned.

  The upper part of each figure shows a Mollier diagram for explaining the operation of the refrigeration cycle. The horizontal axis represents enthalpy, and the vertical axis represents various pressures. The lower part of each figure shows the operating state of the refrigeration cycle. Thick lines and arrows in the figure indicate the flow of the refrigerant, and symbols a to i correspond to those in the Mollier diagram. Further, “x” in the figure indicates that the flow of the refrigerant is blocked.

  As shown in FIG. 2A, during the normal cooling operation, the proportional valve 31 is opened in the first control valve 4 and the proportional valve 32 is closed. At this time, the proportional valve 31 is fully opened. Further, in the second control valve 6, the proportional valve 33 is opened and the proportional valve 38 is closed. Further, in the third control valve 9, the proportional valve 35 is closed and the proportional valve 36 is opened. The on-off valve 30 is opened. Thereby, only the first refrigerant circulation passage is opened. For this reason, the bypass passages 25, 26 and 27 are blocked, and the refrigerant discharged from the compressor 2 is guided to the outdoor heat exchanger 5 and the evaporator 7. At this time, the outdoor heat exchanger 5 functions as an outdoor condenser.

  That is, most of the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 passes through the bypass passage 28 and is led to the outdoor heat exchanger 5 so as to bypass the auxiliary condenser 3. The refrigerant passing through the outdoor heat exchanger 5 is adiabatically expanded by the proportional valve 33 to become a cold / low pressure gas-liquid two-phase refrigerant and is introduced into the evaporator 7. The refrigerant introduced into the inlet of the evaporator 7 evaporates in the process of passing through the evaporator 7 and cools the air in the passenger compartment. The refrigerant derived from the evaporator 7 is introduced into the accumulator 8 through the proportional valve 36. Based on the temperature on the outlet side of the outdoor heat exchanger 5, the control unit controls the opening degree of the proportional valve 33 so that the degree of supercooling on the outlet side becomes appropriate, or sets the temperature on the inlet side of the compressor 2. Based on this, the opening degree of the proportional valve 33 is controlled so that the degree of superheat on the inlet side becomes appropriate. In the former case, the degree of supercooling may be adjusted based on the temperature of the inlet of the proportional valve 33 or the inlet of the internal heat exchanger 10.

  At this time, since the on-off valve 30 is opened, a part of the refrigerant discharged from the compressor 2 is directly guided to the outdoor heat exchanger 5, so that pressure loss of the refrigerant in the auxiliary condenser 3 can be suppressed. it can. As a result, the work efficiency of the compressor 2 can be increased. In addition, since the internal heat exchanger 10 performs heat exchange between the refrigerant sent from the accumulator 8 to the compressor 2 and the refrigerant sent from the outdoor heat exchanger 5 to the proportional valve 33, the refrigerant on the inlet side of the evaporator 7 At the same time, the enthalpy of the refrigerant on the inlet side of the compressor 2 can be increased. As a result, the difference in enthalpy between the inlet and outlet of the evaporator 7 is increased, and the coefficient of performance of the refrigeration cycle can be increased, so that the efficiency and refrigeration capacity of the system can be improved.

  As shown in FIG. 2B, the open / close valve 30 is closed during the specific cooling operation. Moreover, the opening degree of the proportional valve 31 is adjusted, and differential pressure control is executed. At this time, a differential pressure ΔP is generated in the proportional valve 31. As a result, the condensation pressure (condensation temperature) of the auxiliary condenser 3 is maintained higher than the condensation pressure (condensation temperature) of the outdoor heat exchanger 5, and the temperature in the vehicle compartment is suppressed from being lowered more than necessary. Specifically, the temperature at the feet of the driver can be kept high to some extent. Also in this case, the control unit controls the opening degree of the proportional valve 33 based on the temperature on the outlet side of the outdoor heat exchanger 5 so that the degree of supercooling on the outlet side becomes appropriate, or the compressor 2. The opening degree of the proportional valve 33 is controlled based on the temperature on the inlet side so that the degree of superheat on the inlet side becomes appropriate.

  As shown in FIG. 3A, during the specific heating operation, the proportional valve 31 of the first control valve 4 is closed and the proportional valve 32 is opened. In the second control valve 6, both the proportional valve 33 and the proportional valve 38 are opened. Furthermore, in the third control valve 9, both the proportional valve 35 and the proportional valve 36 are opened. The on-off valve 30 is closed. At this time, since the proportional valve 32 functions as an expansion device, the downstream side has a low pressure. As a result, the check valve 39 is closed. Thereby, the first refrigerant circulation passage is blocked, and the second refrigerant circulation passage and the third refrigerant circulation passage are opened. For this reason, the refrigerant led out from the auxiliary condenser 3 is led to the outdoor heat exchanger 5 through the bypass passage 26 on the one hand and to the evaporator 7 through the bypass passage 25 on the other hand. At this time, the outdoor heat exchanger 5 functions as an outdoor evaporator.

  That is, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 is condensed through the auxiliary condenser 3. On the other hand, the refrigerant derived from the auxiliary condenser 3 is adiabatically expanded by the proportional valve 32 to become a cold / low pressure gas-liquid two-phase refrigerant and is evaporated when passing through the outdoor heat exchanger 5. The refrigerant derived from the outdoor heat exchanger 5 is introduced into the accumulator 8 through the proportional valve 35. On the other hand, the refrigerant derived from the auxiliary condenser 3 is adiabatically expanded by the proportional valve 33 to become a cold / low pressure gas-liquid two-phase refrigerant and is evaporated when passing through the evaporator 7. The refrigerant derived from the evaporator 7 is introduced into the accumulator 8 through the proportional valve 36.

  At this time, the control unit ratio of the refrigerant evaporation amount in the outdoor heat exchanger 5 and the refrigerant evaporation amount in the evaporator 7 in order to appropriately perform heat absorption by the outdoor heat exchanger 5 and dehumidification by the evaporator 7. Adjust appropriately. The ratio of evaporation in both the outdoor heat exchanger 5 and the evaporator 7 is controlled by the ratio of the valve opening degrees of the proportional valve 32 and the proportional valve 33. The controller adjusts the amount of evaporation in both evaporators by adjusting the ratio between the opening degree of the proportional valve 32 and the opening degree of the proportional valve 33. At that time, the control unit performs control so that the temperature on the outlet side of the evaporator 7 is maintained in an appropriate range so that the evaporator 7 is not frozen.

  Further, the control unit adjusts the opening degree of the other while maintaining one of the proportional valve 35 and the proportional valve 36 in a fully opened state. In this embodiment, as shown in the upper left Mollier diagram of FIG. 3A, when the temperature of the evaporator 7 is lower than the outdoor heat exchanger 5, the proportional valve 36 is fully opened and the proportional valve 35. To control the opening degree. On the other hand, when the temperature of the outdoor heat exchanger 5 is lower than the evaporator 7 as shown in the upper right Mollier diagram of FIG. To control.

  For example, when the temperature of the evaporator 7 is lower than the outdoor heat exchanger 5 and the degree of superheat (superheat) is generated on the outlet side of the outdoor heat exchanger 5 as in the former case, the opening degree of the proportional valve 35 is increased. The degree of superheat is controlled so as to approach the set value (zero or a small appropriate value) by narrowing down. At this time, the amount of heat absorbed from the outside in the outdoor heat exchanger 5 is adjusted by the throttle amount of the proportional valve 35. That is, the pressure difference ΔP = Po−Pe between the evaporation pressure Po of the outdoor heat exchanger 5 and the pressure Pe at the outlet of the evaporator 7 is reduced by reducing the opening of the proportional valve 35 while maintaining the proportional valve 36 in a fully opened state. Therefore, the ratio of evaporating the circulating refrigerant between the outdoor heat exchanger 5 and the evaporator 7 can be adjusted. That is, when the differential pressure ΔP increases, the evaporation amount in the outdoor heat exchanger 5 becomes relatively small (the evaporation amount in the evaporator 7 becomes relatively large). On the contrary, when the differential pressure ΔP decreases, the evaporation amount in the outdoor heat exchanger 5 becomes relatively large (the evaporation amount in the evaporator 7 becomes relatively small). A control part ensures the dehumidification function at the time of specific heating operation by controlling the opening degree of the proportional valve 35 to the exit side of the outdoor heat exchanger 5 according to the degree of superheat and appropriately adjusting the differential pressure ΔP. In addition, the presence or absence and the magnitude | size of the superheat degree at the exit side of the outdoor heat exchanger 5 can be specified by detecting the temperature of the inlet side of the outdoor heat exchanger 5 and the temperature of the outlet side.

  On the contrary, when the temperature of the outdoor heat exchanger 5 is lower than the evaporator 7 and the degree of superheat is generated on the outlet side of the evaporator 7 as in the latter, the overheating is reduced by reducing the opening degree of the proportional valve 36. The temperature is controlled so as to approach the set superheat degree (zero or a small appropriate value). That is, the pressure difference ΔP = Pe−Po between the outlet pressure Pe of the evaporator 7 and the evaporation pressure Po of the outdoor heat exchanger 5 is reduced by reducing the opening of the proportional valve 36 while keeping the proportional valve 35 fully open. Becomes appropriate, and the dehumidifying function during the specific heating operation can be secured. The presence or absence of the superheat degree on the outlet side of the evaporator 7 and the magnitude thereof can be specified by detecting the temperature on the inlet side and the temperature on the outlet side of the evaporator 7.

  As shown in FIG. 3B, during the normal heating operation, the proportional valve 31 of the first control valve 4 is closed and the proportional valve 32 is opened. In the second control valve 6, both the proportional valve 33 and the proportional valve 38 are closed. Further, in the third control valve 9, the proportional valve 35 is opened, and the proportional valve 36 is closed. The on-off valve 30 is closed. Thereby, only the second refrigerant circulation passage is opened. For this reason, the refrigerant led out from the auxiliary condenser 3 is led to the outdoor heat exchanger 5 through the bypass passage 26. At this time, since no refrigerant is supplied to the evaporator 7, the evaporator 7 substantially does not function, and only the outdoor heat exchanger 5 functions as an evaporator. The control unit controls the opening degree of the proportional valve 32 based on the temperature on the outlet side of the auxiliary condenser 3 so that the degree of supercooling on the outlet side becomes appropriate.

  As shown in FIG. 3C, during the special heating operation, both the proportional valve 31 and the proportional valve 32 of the first control valve 4 are closed. In the second control valve 6, both the proportional valve 33 and the proportional valve 38 are opened. Further, in the third control valve 9, the proportional valve 35 is closed, and the proportional valve 36 is opened. Thereby, only the third refrigerant circulation passage is opened. For this reason, the refrigerant led out from the auxiliary condenser 3 is led to the evaporator 7 via the bypass passage 25. That is, since the refrigerant bypasses the outdoor heat exchanger 5, the outdoor heat exchanger 5 does not substantially function. The refrigerant introduced into the evaporator 7 evaporates in the process of passing through the evaporator 7 and dehumidifies the air in the passenger compartment. Such special air conditioning operation functions effectively when it is difficult to absorb heat from the outside, for example, when the vehicle is placed in an extremely cold state. The control unit controls the opening degree of the proportional valve 33 based on the temperature on the outlet side of the auxiliary condenser 3 so that the degree of supercooling on the outlet side becomes appropriate.

Next, a specific configuration of the control valve of the present embodiment will be described. 4 to 7 are cross-sectional views showing the configuration and operation of the second control valve 6.
As shown in FIG. 4, the second control valve 6 is configured as an electric valve driven by a stepping motor, and is configured by assembling a valve body 201 and a motor unit 102. The valve body 201 is configured by coaxially housing a small-diameter proportional valve 33 and a large-diameter proportional valve 38 in a bottomed cylindrical body 205, and further assembling a check valve 39 in a direction perpendicular thereto. Is done. The proportional valve 33 and the proportional valve 38 are driven to open and close by one motor unit 102.

  A first introduction port 210, a second introduction port 212, and a third introduction port 214 are provided on one side of the body 205, and a first derivation port 216 and a second derivation port 218 are provided on the other side. ing. The first introduction port 210 communicates with the upstream side of the third passage 23, the second introduction port 212 communicates with the bypass passage 25, and the third introduction port 214 communicates with one outlet of the internal heat exchanger 10. The first outlet port 216 communicates with one inlet of the internal heat exchanger 10, and the second outlet port 218 communicates with the downstream side of the third passage 23. A passage connecting the second introduction port 212 and the first derivation port 216 forms a first internal passage, and a passage connecting the third introduction port 214 and the second derivation port 218 forms a second internal passage. A third internal passage is configured by a passage connecting the introduction port 210 and the first outlet port 216.

  A disc-shaped partition member 124 is disposed at the upper end portion of the body 104. The partition member 124 partitions the inside of the valve body 201 and the inside of the motor unit 102. A circular boss-shaped bearing 126 is provided at the center of the partition member 124. A female thread portion is provided on the inner peripheral surface of the bearing portion 126, and the outer peripheral surface functions as a sliding bearing.

  Inside the body 205, small-diameter valve bodies 230 and 232, a large-diameter valve body 234, a valve operating body 134, and a transmission member 235 are coaxially arranged. Moreover, the valve body 236 is arrange | positioned in the position which remove | deviated from those axes. The valve body 230 and the valve body 232 constitute a proportional valve 33. The valve body 230 is configured to be operatively connected to the valve operating body 134 via the transmission member 235. The valve body 234 constitutes a proportional valve 38. The valve body 236 constitutes a check valve 39.

  A partition member 220 is assembled to the lower half of the body 205 via an O-ring, and a partition member 222 is assembled to the upper half of the body 205 via an O-ring. The partition member 220 has a stepped cylindrical shape whose diameter is reduced downward, and its upper end opening communicates with the second introduction port 212 and its lower end opening communicates with the third introduction port 214. A communication hole 224 that communicates the inside and the outside is provided at a portion of the partition member 220 facing the second outlet port 218. Small-diameter valve holes 226 and 228 are coaxially provided in the lower half of the partition member 220 in the vertical direction, and communicate with the communication holes 224, respectively. A valve seat 240 is formed by the upper end opening edge of the valve hole 226, and a valve seat 242 is formed by the lower end opening edge of the valve hole 228.

  The upstream side of the valve hole 226 communicates with the third introduction port 214 via a through hole 249 described later. That is, the first valve 244 and the second valve 246 are provided in parallel to the second internal passage that connects the third introduction port 214 and the second outlet port 218, and the second valve is opened by either valve opening. The internal passage can be opened. A large-diameter guide hole 255 is formed above the valve hole 226 in the partition member 220. The guide hole 255 supports the lower half of the valve body 234 so as to be slidable.

  A valve body 230 is inserted into the partition member 220 from above, and a valve body 232 is inserted from below. The opening degree of the first valve 244 is adjusted when the valve body 230 contacts and separates from the valve hole 226 from above, and the opening degree of the second valve 246 is adjusted when the valve body 232 contacts and separates from the valve hole 228 from below. To do. The first valve 244 and the second valve 246 constitute a proportional valve 33. That is, the proportional valve 33 includes a pair of valves, and has a structure in which the opening degree can be adjusted by opening the other valve while the other valve is closed.

  The valve body 230 has a stepped columnar shape, a lower half portion of the valve body 230 is slidably inserted into the partition member 220, and a distal end portion thereof is disposed to face the valve seat 240. The valve body 230 is configured as a so-called needle valve body, and a sharp tip portion thereof is inserted into and extracted from the valve hole 226. Then, the first valve 244 is opened and closed when the valve body 230 is attached to and detached from the valve seat 240. The valve body 230 is connected to the lower end portion of the transmission member 235 by a locking portion 231 provided at the upper end portion thereof.

  On the other hand, the valve body 232 has a stepped cylindrical shape, is slidably inserted into the partition member 220, and an upper end portion thereof is disposed to face the valve seat 242. The valve body 232 is configured as a so-called needle valve body, and a sharp tip portion thereof is inserted into and extracted from the valve hole 228. Then, when the valve body 232 is attached to and detached from the valve seat 242, the second valve 246 is opened and closed. A pressure receiving member 248 extending outward in the radial direction is provided at the lower end of the valve body 232. Between the lower surface of the valve body 232 and the bottom of the body 205, a spring 250 (functioning as an “urging member”) that biases the valve body 232 in the valve closing direction is interposed. The partition member 220 is provided with a plurality of through-holes 249 parallel to the axis at positions shifted from the axis. One end of the through hole 249 communicates with the guide hole 255, and the other end communicates with the third introduction port 214.

  The partition member 222 has a stepped cylindrical shape whose diameter is reduced upward, and the upper end opening communicates with the first outlet port 216 and the lower end opening communicates with the second introduction port 212. A large-diameter valve hole 252 is provided inside the partition member 222, and a valve seat 254 is formed by the lower end opening edge thereof. A valve body 234 is disposed in a space surrounded by the partition member 222 and the partition member 220. The proportional valve 38 is opened and closed when the valve body 234 contacts and separates from the valve hole 252 from below.

  The valve body 234 has a stepped cylindrical shape, and a ring-shaped elastic body (for example, rubber) is fitted to the upper outer peripheral surface thereof. The elastic body is seated on the valve seat 254 so that the proportional valve 38 is It can be completely closed. An O-ring 257 is fitted on the lower outer peripheral surface of the valve body 234 and is slidably supported in the guide hole 255. From the lower end surface of the valve body 234, a plurality of leg portions 256 are extended in parallel to the axis (only one is shown in the figure), and penetrate the plurality of through holes 249, respectively. When the valve body 234 is lifted by a predetermined height in the valve opening direction, the leg portion 256 comes into contact with the pressure receiving member 248 and urges the valve body 232 in the valve opening direction. A spring receiver 258 is disposed at the inner upper end of the valve body 234 so as to sandwich the O-ring.

  In the present embodiment, the effective diameter A of the valve hole 252 and the effective diameter B of the guide hole 255 are set equal. On the other hand, the refrigerant pressure Pout1 derived from the first outlet port 216 toward the internal heat exchanger 10 and the refrigerant pressure Pin3 introduced from the third introduction port 214 via the internal heat exchanger 10 are substantially equal. For this reason, the influence of the refrigerant pressure acting on the valve body 234 is cancelled.

  The transmission member 235 has a long main body inserted into the valve body 234. The upper half of the transmission member 235 penetrates the valve body 234 and the valve operating body 134 in the axial direction, and the distal end portion thereof is caulked outward to form a locking portion 156. In this embodiment, the valve operating body 134 and the transmission member 136 also function as a “valve operating body” that is driven in the axial direction by the motor unit 102. That is, the transmission member 136 also functions as a “transmission part” of the valve operating body 134. The lower half part of the transmission member 235 is a cylindrical accommodating portion, and the lower end opening is slightly caulked inward to lock the locking portion 231 of the valve body 230 from below. Thereby, the valve body 230 is prevented from falling off the transmission member 235.

  Between the transmission member 235 and the valve body 230, a spring 260 (functioning as an “urging member”) that biases the valve body 230 in the valve closing direction is interposed. Further, a spring 262 (functioning as an “urging member”) that biases the transmission member 235 downward is interposed between the transmission member 235 and the spring receiver 258. That is, the valve body 230 and the transmission member 235 can be displaced relative to each other in the axial direction by the length of the accommodating portion, but normally the direction in which the locking portion 231 is locked at the bottom dead center by the spring 260. To maintain the stretched state as shown in the figure.

  The check valve 39 includes a cylindrical body 270 fixed in the vicinity of the first introduction port 210 in the body 205 and a valve body 236 disposed on the inside thereof. A valve hole 272 is formed inside the body 270. The valve body 236 is configured by fitting a ring-shaped elastic body (rubber in this embodiment) to a disk-shaped main body. A plurality of legs are extended on one side of the valve body 236. Since the leg portion is slidably inserted into the valve hole 272, a stable opening / closing operation in the axial direction of the valve body 236 is secured. A spring 274 (which functions as an “urging member”) for biasing the valve body 236 in the valve closing direction is interposed between the opposite side surface of the valve body 236 and the partition member 222. The check valve 39 is opened and closed by the valve body 236 coming into contact with and separating from the valve hole 272.

  The valve operating body 134 has a stepped cylindrical shape, and a male thread portion is formed on the outer peripheral portion thereof. The male screw portion is screwed into the female screw portion of the bearing portion 126. A plurality of (four in this embodiment) leg portions 152 extending outward in the radial direction are provided at the upper end portion of the valve operating body 134 and are fitted to the rotor of the motor unit 102. The valve actuator 134 receives the rotational driving force of the motor unit 102 and rotates, and converts the rotational force into a translational force. That is, when the valve operating body 134 rotates, the valve operating body 134 is displaced in the axial direction by a screw mechanism (functioning as an “operation converting mechanism”), and drives each valve body in the opening / closing direction.

  On the other hand, the motor unit 102 is configured as a stepping motor including a rotor 172 and a stator 173. The motor unit 102 is configured to rotatably support a rotor 172 inside a bottomed cylindrical sleeve 170. A stator 173 that accommodates the exciting coil 171 is provided on the outer periphery of the sleeve 170. The lower end opening of the sleeve 170 is assembled to the body 205 and constitutes the body of the second control valve 6 together with the body 205.

  The rotor 172 includes a rotating shaft 174 formed in a cylindrical shape and a magnet 176 disposed on the outer periphery of the rotating shaft 174. In this embodiment, the magnet 176 is magnetized to 24 poles. An internal space that extends over substantially the entire length of the motor unit 102 is formed inside the rotating shaft 174. A guide portion 178 extending parallel to the axis is provided at a specific location on the inner peripheral surface of the rotation shaft 174. The guide part 178 forms a protrusion for engaging with a rotation stopper, which will be described later, and is constituted by a single protrusion that extends parallel to the axis.

  The lower end portion of the rotating shaft 174 is slightly reduced in diameter, and four guide portions 180 extending in parallel to the axis are provided on the inner peripheral surface thereof. The guide portion 180 is constituted by a pair of protrusions extending in parallel to the axis, and is provided on the inner peripheral surface of the rotating shaft 174 every 90 degrees. The four guide portions 180 are fitted with the four leg portions 152 of the valve operating body 134 described above so that the rotor 172 and the valve operating body 134 can rotate together. However, the valve actuating member 134 is allowed to be displaced in the axial direction along the guide portion 180 although the relative displacement in the rotational direction with respect to the rotor 172 is restricted. That is, the valve operating body 134 is driven in the opening / closing direction of the valve body 132 while rotating together with the rotor 172.

  A long shaft 182 is disposed inside the rotor 172 along the axis thereof. The upper end of the shaft 182 is fixed in a cantilever manner by being press-fitted into the center of the bottom of the sleeve 170, and extends into the internal space in parallel with the guide portion 178. The shaft 182 is disposed on the same axis as the valve operating body 134. The shaft 182 is provided with a spiral guide portion 184 that extends over substantially the entire length thereof. The guide part 184 is made of a coil-shaped member and is fitted on the outer surface of the shaft 182. An upper end portion of the guide portion 184 is folded back to form a locking portion 186.

  A spiral rotation stopper 188 is rotatably engaged with the guide portion 184. The rotation stopper 188 includes a helical engagement portion 190 that engages with the guide portion 184 and a power transmission portion 192 that is supported by the rotation shaft 174. The engaging portion 190 has a shape of a one-turn coil, and a power transmission portion 192 that extends outward in the radial direction is continuously provided at a lower end portion of the engaging portion 190. The distal end portion of the power transmission unit 192 is engaged with the guide unit 178. That is, the power transmission part 192 is brought into contact with and locked on one protrusion of the guide part 178. For this reason, the rotation stopper 188 is restricted in relative rotation in the rotation direction by the rotation shaft 174, but is allowed to move in the axial direction while sliding on the guide portion 178.

  That is, the rotation stopper 188 rotates integrally with the rotor 172, and the engagement portion 190 is guided along the guide portion 184, so that the rotation stopper 188 is driven in the axial direction. However, the driving range of the rotation stopper 188 in the axial direction is restricted by the engaging portions formed at both ends of the guide portion 178. This figure shows a state in which the rotation stopper 188 is in the intermediate position. When the rotation stopper 188 is displaced upward and locked to the locking portion 186, the position becomes the top dead center. When the rotation stopper 188 is displaced downward, it is locked at its bottom dead center.

  The upper end portion of the rotor 172 is rotatably supported by the shaft 182, and the lower end portion is rotatably supported by the bearing portion 126. Specifically, a bottomed cylindrical end member 194 is provided so as to seal the upper end opening of the rotating shaft 174. A portion of the cylindrical shaft 196 provided in the center of the end member 194 is supported by a circular boss projecting from the bottom of the sleeve 170. That is, the bearing portion 126 is a bearing portion on one end side, and the sliding portion of the sleeve 170 with the cylindrical shaft 196 is a bearing portion on the other end side.

  The second control valve 6 configured as described above functions as a stepping motor-actuated control valve whose valve opening can be adjusted by drive control of the motor unit 102. That is, when the flow rate control by the second control valve 6 is performed, a control unit (not shown) of the vehicle air conditioner calculates the number of stepping motor driving steps corresponding to the set opening, and supplies a driving current (driving pulse) to the exciting coil 171. Supply. Thereby, the rotor 172 rotates and the valve operating body 134 is rotationally driven to adjust the open / close state and the opening degree of the proportional valves 33 and 38. On the other hand, when the rotation stopper 188 is driven along the guide portion 184, the operation range of each valve element is regulated.

  FIG. 4 shows a case where the proportional valve 33 is opened and the proportional valve 38 is closed. That is, a state is shown in which the opening degree of the proportional valve 33 is adjusted by opening the first valve 244 while maintaining the proportional valve 38 in a closed state. The second control valve 6 takes such a state during the cooling operation shown in FIGS. 2A and 2B, for example. At this time, the check valve 39 maintains an open state.

  FIG. 5 shows a case where both the proportional valves 33 and 38 are closed. The 2nd control valve 6 can take such a state at the time of the normal heating operation of FIG.3 (B), for example. That is, when the rotor 172 is rotationally driven in one direction (forward rotation) from the state of FIG. 4, the first valve 244 is closed and the proportional valve 33 is closed. At this time, when the refrigerant pressure Pin1 introduced from the first introduction port 110 is low, the check valve 39 is closed as shown in the drawing.

  FIG. 6 shows a case where the proportional valve 33 is closed and the proportional valve 38 is opened. That is, when the rotor 172 is further rotationally driven in one direction from the state of FIG. 5, the valve operating body 134 abuts on the valve body 234 to bias it downward, and the first valve 244 and the second valve 246 are moved. In the closed state, the proportional valve 38 is opened. In the refrigeration cycle in the present embodiment, such a control state is not particularly set for the operation of the system, but the state of FIG. 6 appears in the process of shifting from the state of FIG. 5 to the state of FIG. In the modification, a control state that maintains the state shown in the figure may be set.

  FIG. 7 shows a case where both the proportional valves 33 and 38 are opened. That is, a state is shown in which the opening degree of the proportional valve 33 is adjusted by opening the second valve 246 while maintaining the proportional valve 38 in a fully opened state. The 2nd control valve 6 can take such a state at the time of heating operation shown, for example in Drawing 3 (A) and (C). That is, when the rotor 172 is further rotationally driven in one direction from the state of FIG. 6, the pressure receiving member 248 is urged by the leg portion 256 of the valve body 234 and the second valve 246 is opened. That is, the opening degree of the proportional valve 33 is adjusted while maintaining the proportional valve 38 in a fully opened state. When the rotor 172 is rotationally driven (reversely rotated) in the other direction, a valve opening degree control state opposite to the above is realized.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments, and various modifications can be made within the scope of the technical idea of the present invention. Nor.

  FIG. 8 is a cross-sectional view illustrating the configuration and operation of the second control valve 206 according to a modification. In addition, the same code | symbol is attached | subjected about the component similar to the 2nd control valve 6 of the said embodiment in the same figure. In this modification, a valve body 290 that opens and closes the proportional valve 38 includes a main body 292 and a valve body portion 294, and the valve body portion 294 is attached to and detached from the valve seat 254. On the other hand, the valve body 294 can be displaced relative to the main body 292 in a predetermined range in the axial direction. That is, the valve body portion 294 has a ring shape and is extrapolated to the upper portion of the main body 292. Between the valve body part 294 and the main body 292, a spring 296 (functioning as an “urging member”) that biases the valve body part 294 in the valve closing direction is provided.

  The valve body 294 is normally located at the top dead center due to the urging force of the spring 296, but when the differential pressure before and after becomes larger than a set value, it is displaced in the valve opening direction against the urging force of the spring 296. With such a configuration, even when the main body 292 is in the illustrated closed position in the proportional valve 38, the main body 292 can be retracted in the valve opening direction according to the differential pressure before and after the main valve 292 to release the pressure. This prevents all of the valves constituting the second control valve 206 from being closed, and thereby the pressure in the closed space due to them is not increased abnormally.

  In the above embodiment, an example in which the control valve of the present invention is applied to a vehicle air conditioner for an electric vehicle has been shown. However, for a vehicle of an automobile equipped with an internal combustion engine or a hybrid automobile equipped with an internal combustion engine and an electric motor. Needless to say, it can be provided to an air conditioning apparatus. Furthermore, it is also possible to apply to an air conditioner other than a vehicle.

  In the above embodiment, an example in which a stepping motor is employed as the actuator of the composite valve has been shown, but a solenoid or the like may be used.

  2 compressor, 3 auxiliary condenser, 4 first control valve, 5 outdoor heat exchanger, 6 second control valve, 7 evaporator, 8 accumulator, 9 third control valve, 10 internal heat exchanger, 30 on-off valve, 31, 32, 33, 35, 36, 38 Proportional valve, 39 Check valve, 100 Vehicle air conditioner, 102 Motor unit, 134 Valve actuator, 172 Rotor, 173 Stator, 201 Valve body, 205 Body, 206 Second Control valve, 230, 232, 234, 236 valve element, 244 first valve, 246 second valve, 290 valve element, 292 main body, 294 valve element part.

Claims (5)

A shared first housing having a first internal passage and a second internal passage and accommodating a first valve provided in the first internal passage and a second valve and a third valve provided in parallel with the second internal passage. Body of
A shared actuator for electrically controlling the opening of the first valve, the second valve and the third valve;
In the control state of the second valve, the first valve and the third valve are kept closed, and in the control state of the third valve, the first valve is kept fully open and the second valve is closed. An operation switching mechanism for maintaining the valve state;
A control valve comprising: The operation switching mechanism is
A first valve body for opening and closing the first valve, a second valve body for opening and closing the second valve, a third valve body for opening and closing the third valve, and a valve operation driven in the axial direction by the actuator The body is arranged on the same axis,
When controlling the opening degree of the second valve, the second valve body and the valve operating body are operatively connected so as to be integrally displaceable, and the first valve body, the third valve body, and the valve operation are connected. Uncouple the body so that it can be displaced
When controlling the opening degree of the third valve, the first valve body, the third valve body, and the valve operating body are operatively connected, and the second valve body and the valve operating body are operated. The control valve according to claim 1, wherein the connection is released. The valve actuator is
The first valve body is operatively connected to or disconnected from the first valve body by contacting and separating from the first valve body
The state in which the first valve body is further connected to or disconnected from the third valve body when the first valve body is in contact with or separated from the third valve body in a state in which the first valve body is operatively connected to the first valve body. Item 3. The control valve according to Item 2. The valve actuator is
A transmission portion penetrating the first valve body, and the transmission portion is operatively connected to or disconnected from the second valve body by being engaged with or disengaged from the second valve body; The control valve according to claim 2 or 3. As the actuator, a stepping motor including a rotor driven to rotate,
An operation conversion mechanism that rotates together with the rotor and converts a rotational motion around the axis thereof into a translational motion in the axial direction of the valve operating body;
The control valve according to claim 2, further comprising:

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