WO2011162031A1

WO2011162031A1 - Vehicle air conditioning device

Info

Publication number: WO2011162031A1
Application number: PCT/JP2011/060707
Authority: WO
Inventors: 栄樹林
Original assignee: カルソニックカンセイ株式会社
Priority date: 2010-06-21
Filing date: 2011-05-10
Publication date: 2011-12-29
Also published as: JP2012001182A

Abstract

Provided is a vehicle air conditioning device which is capable of promptly heating the interior of a vehicle even immediately after a vehicle driving source is started, thus having satisfactory instant heating properties. On that side of a compressor (7) where a suction port (7a) is located, the vehicle air conditioning device (1) comprises an exhaust-heat heat exchanger (20) for supplying exhaust heat of an engine (15) to low-pressure refrigerant on that side of the compressor (7) where the suction port (7a) is located. In an early stage of start of the engine (15), the exhaust heat generated by the engine (15) is supplied by the exhaust-heat heat exchanger (20) to the low-pressure refrigerant on that side of the compressor (7) where the suction port (7a) is located, with the result that the low-pressure refrigerant on that side of the compressor (7) where the suction port (7a) is located, is heated.

Description

Air conditioner for vehicles

The present invention relates to a vehicle air conditioner that can quickly heat a passenger compartment even immediately after the start of a vehicle drive source such as an engine.

As an air conditioner for a vehicle, an air conditioner that combines a heating device that uses heat of engine cooling water and a cooling device that uses a refrigeration cycle has become common.

In a heating system that uses the heat of engine cooling water, the cooling water that has become hot due to the absorption of engine heat is circulated inside the heater core installed in the instrument panel to release it from the high-temperature cooling water. The air passing through the heater core is warmed by the generated heat, and the warmed air is blown out from the blowout port of the instrument panel to the passenger compartment to heat the passenger compartment.

However, in such a heating device that uses the heat of the cooling water, the temperature of the cooling water is low for a while after the engine is started, and the temperature of the air blown into the vehicle interior is low during that time. There was a problem that it took some time to reach a temperature at which the passengers felt comfortable.

In order to solve such a problem, there is known a cooling water type vehicle air conditioner that performs auxiliary heating immediately after the engine is started using the refrigeration cycle of the cooling device (for example, Patent Documents 1 and 2). Etc.).

In this vehicle air conditioner, the engine cooling water is heated by the heat of the high-pressure refrigerant compressed by the compressor of the air conditioner during the cold start, thereby assisting the heating at the start.

In addition, a heat pump type vehicle air conditioner that directly heats the air in the passenger compartment by the heat of the high-pressure refrigerant compressed by the compressor of the cooling device at the cold start is also conceivable.

JP-A-8-310227 JP 2002-2111234 A

However, the conventional vehicle air conditioner has a problem in that sufficient immediate warming performance cannot be obtained immediately after a drive source such as an engine is started.

Further, when the outside air temperature is low and the refrigerant temperature is lower than a predetermined temperature, the refrigerant pressure on the suction side of the compressor may become negative when the compressor is started.
In such a case, there is a possibility that the air enters the refrigerant pipe and enters the refrigerant.

Therefore, an object of the present invention is to provide a vehicle air conditioner that can quickly heat the passenger compartment even immediately after the start of the vehicle drive source and has a good immediate warming property.

In order to solve the above-described problem, a vehicle air conditioner described in claim 1 includes an outdoor heat exchanger, an indoor heat exchanger, and a compressor, and the outdoor heat exchanger and the indoor heat exchange. An air conditioner for a vehicle having a refrigerant circuit in which a compressor and the compressor are connected by a pipe, the low-pressure refrigerant on the suction port side of the compressor on the suction side of the compressor, and the exhaust heat of the vehicle drive source An exhaust heat exchanger for supplying the exhaust gas is provided, and at the initial start of the vehicle drive source, the exhaust heat generated by the vehicle drive source is transmitted to the intake side of the compressor by the exhaust heat exchanger. The low-pressure refrigerant on the inlet side of the compressor is warmed by supplying the low-pressure refrigerant.

According to the first aspect of the present invention, the exhaust heat generated by the vehicle drive source is supplied to the low-pressure refrigerant on the inlet side of the compressor by the exhaust heat exchanger at the initial start of the vehicle drive source. As a result, the low-pressure refrigerant on the suction port side of the compressor is warmed, so that the low-pressure refrigerant on the suction port side of the compressor is quickly warmed even immediately after the start of the vehicle drive source, and the temperature of the low-pressure refrigerant is set to a predetermined value. Since the temperature can be maintained above the temperature, it is possible to prevent the refrigerant pressure on the inlet side of the compressor from becoming negative when the compressor is started.

In addition, since the temperature of the low-pressure refrigerant on the suction port side of the compressor can be maintained at a predetermined temperature or higher even at the initial start of the vehicle drive source, a sufficient amount of heat is generated from the heat exchanger after the compressor is started. As a result, the air supplied to the passenger compartment is quickly warmed, and instant warming is improved.

It is a typical circuit diagram explaining the refrigerating cycle of the air_conditioning | cooling mode in the vehicle air conditioner of embodiment. In the vehicle air conditioner of embodiment, it is a typical circuit diagram explaining the heat pump cycle of heating mode. In the vehicle air conditioner of Example 1, it is a typical circuit diagram explaining the whole structure. FIG. 4 is a cross-sectional view of the triple pipe exhaust heat exchanger used in the vehicle air conditioner of Embodiment 1 along a line AA in FIG. 3. It is a block diagram explaining the control unit of the vehicle air conditioner of Example 1. FIG. It is a time chart figure explaining the timing of interception of exhaust gas and cooling water in the air-conditioner for vehicles of an embodiment. In the vehicle air conditioner of Example 2, it is a typical circuit diagram explaining the whole structure. In the vehicle air conditioner of Example 3, it is a typical circuit diagram explaining the whole structure. In the vehicle air conditioner of Example 4, it is a typical circuit diagram explaining the whole structure. It is a graph which shows the change of the vehicle speed V, the exhaust temperature Tg, and the refrigerant | coolant temperature Ts by the side of the inlet of a compressor with respect to the elapsed time from the engine starting in a vehicle.

Next, a vehicle air conditioner according to an embodiment of the present invention will be described with reference to FIGS.

Note that a part of the same or equivalent parts as those in the conventional example described above will not be described.

As shown in FIG. 1 and FIG. 2, the vehicle air conditioner 1 according to the present embodiment includes an outdoor heat exchanger 4, an air conditioning unit 5, an indoor heat exchanger 6, and a compressor 7. The heat exchanger 4, the indoor heat exchanger 6, and the compressor 7 are connected by a plurality of pipes to constitute a refrigerant circuit 14.

The air conditioning unit 5 incorporates an indoor heat exchanger 6 and a blower 6a, and air cooled or heated by the indoor heat exchanger 6 is supplied to the vehicle interior by the blower 6a.

Further, a refrigerant temperature sensor 18b for detecting a refrigerant temperature Td is provided on the refrigerant circuit 14 on the discharge port 7b side of the compressor 7.

The outdoor heat exchanger 4 and the indoor heat exchanger 6 according to the vehicle air conditioner 1 of the present embodiment function both as an evaporator and a condenser depending on the direction in which the refrigerant flows.

Therefore, by switching the circulation direction of the refrigerant circulating in the refrigerant circuit 14, it is possible to switch between the refrigeration cycle used for cooling the passenger compartment and the heat pump cycle used for heating the passenger compartment.

Also, this makes it possible to share part of the piping constituting the refrigerant circuit 14 in the refrigeration cycle used for cooling the passenger compartment and the heat pump cycle used for heating the passenger compartment.

Furthermore, the vehicle air conditioner 1 according to the present embodiment includes a four-way valve 8, an accumulator 9,

expansion valves

10 and 11, and

check valves

12 and 13, which are connected by a plurality of pipes, respectively. 14 is constituted.

Then, the compressor 7 sucks and compresses the low-pressure refrigerant on the suction port 7a side, and discharges the compressed high-pressure refrigerant to the discharge port 7b side, whereby the refrigerant in the refrigerant circuit 14 becomes the refrigerant circuit 14. Circulate inside.

The heat of the compressed high-pressure refrigerant is released to the outside air by the outdoor heat exchanger 4 in the cooling mode, and is released to the air in the vehicle interior by the indoor heat exchanger 6 in the heating mode.

Specifically, when the four-way valve 8 is switched as shown in FIG. 1, the refrigerant circulation direction in the refrigerant circuit 14 becomes the direction of the arrow C shown in FIG. 1, and the outdoor heat exchanger 4 functions as a condenser. The heat exchanger 6 functions as an evaporator, and the vehicle air conditioner 1 is switched to the cooling mode.

Further, when the four-way valve 8 is switched as shown in FIG. 2, the circulation direction of the refrigerant in the refrigerant circuit 14 becomes the direction of the arrow H shown in FIG. 2, and the outdoor heat exchanger 4 functions as an evaporator. 6 functions as a capacitor, and the vehicle air conditioner 1 is switched to the heating mode.

When the vehicle air conditioner 1 is in the heating mode, the heat e of the high-pressure refrigerant in the refrigerant circuit 14 is dissipated in the indoor heat exchanger 6, so that the air e supplied to the vehicle interior is warmed.

As described below, in the vehicle air conditioner 1 of the present embodiment, the exhaust heat of the engine 15 as a drive source of the vehicle 2 is used as a heat source during heating.

The vehicle 2 according to the present embodiment is provided with a cooling water circuit 16 for circulating cooling water LLC between a water jacket (not shown) and a radiator (not shown) provided on the outer periphery of the engine 15. ing.

Then, the cooling water LLC is circulated between the water jacket and the radiator by a water pump (not shown), and the heat of the cooling water LLC is radiated to the outside air by the radiator so that the engine 15 main body is not overheated. The engine 15 body is cooled.

The exhaust gas discharged from the engine 15 is discharged outside the vehicle through an exhaust gas pipe 18 provided in the engine room 3, an exhaust pipe (not shown) extending rearward of the vehicle 2, and a muffler (not shown). The

The exhaust gas pipe 18 is provided with an exhaust gas temperature sensor 18a for detecting the temperature of the exhaust gas passing through the inside.

The vehicle air conditioner 1 of the present embodiment has a heat exchanger 20 for exhaust heat for supplying exhaust heat of the engine 15 to the low-pressure refrigerant on the suction port 7a side of the compressor 7.

As shown in FIGS. 1 and 2, the heat exchanger 20 for exhaust heat is provided in the refrigerant circuit 14 at a position upstream of the compressor 7 and downstream of the accumulator 9.

The heat exchanger 20 for exhaust heat is provided with a conduit for low-pressure refrigerant, a conduit for the exhaust gas tube 18 and a conduit for the cooling water circuit 16 adjacent to each other.

And, to the heat exchanger 20 for exhaust heat, piping constituting the refrigerant circuit 14 and piping constituting the cooling water circuit 16 are connected.

An engine 15 is connected to the exhaust heat exchanger 20 via an exhaust gas pipe 18, and an exhaust gas supply stop valve is provided between the exhaust heat exchanger 20 and the engine 15 in the exhaust gas pipe 18. 19 is provided.

In the vehicle air conditioner 1 according to the present embodiment, the exhaust gas supply stop valve 19 is provided on the upstream side of the heat exchanger 20 for exhaust heat. Therefore, the exhaust gas of the engine 15 is opened and closed by opening and closing the exhaust gas supply stop valve 19. It is possible to switch between supply and stop of the heat exchanger 20 for exhaust heat.

Then, by opening the exhaust gas supply stop valve 19 at the initial start of the engine 15, the exhaust gas of the engine 15 is sent to the exhaust heat heat exchanger 20, and the exhaust heat heat exchanger 20 is generated by the heat of the exhaust gas. Warm the refrigerant inside.

Thus, in the vehicle air conditioner 1 of the present embodiment, the exhaust gas of the engine 15 also functions as a heat medium for transporting the exhaust heat of the engine 15.

The cooling water circuit 16 is provided with an ON / OFF valve 17 on the upstream side of the heat exchanger 20 for exhaust heat.
With this ON / OFF valve 17, supply or stop of the cooling water LLC to the heat exchanger 20 for exhaust heat can be switched.

As will be described later, in the vehicle air conditioner 1 of the present embodiment, the cooling water LLC of the engine 15 also functions as a heat medium for transporting the exhaust heat of the engine 15.

In the vehicle air conditioner 1 of the present embodiment, the heat of the exhaust gas fed from the exhaust gas pipe 18 and the inside of the cooling water circuit 16 are circulated by appropriately switching between the exhaust gas supply stop valve 19 and the ON / OFF valve 17. The heat of the cooling water LLC to be transferred can be individually transferred to the low-pressure refrigerant in the refrigerant circuit 14.

In the vehicle air conditioner 1 according to the present embodiment, when the water temperature Twe of the cooling water LLC of the engine 15 is low at the start of the engine 15, the ON / OFF valve 17 is closed to exhaust heat from the cooling water LLC. Supply to the exchanger 20 is stopped.

When the refrigerant temperature Td on the discharge port 7b side of the compressor 7 is lower than a predetermined temperature, the exhaust gas supply stop valve 19 is opened and supply of the exhaust gas to the exhaust heat heat exchanger 20 is started. .

When the exhaust gas supply stop valve 19 is opened, the exhaust gas is sent into the heat exchanger 20 for exhaust heat and is delivered to the low-pressure refrigerant on the suction port 7a side of the compressor 7 by this exhaust gas. The refrigerant is warmed.

From the starting time point a when the engine 15 is started to the time point b where the exhaust gas temperature Tg detected by the exhaust gas temperature sensor 18a reaches a constant temperature (about 40 ° C. here) (here about 30 seconds), the compressor 7 And the compressor 7 is started when the exhaust gas exhaust temperature Tg exceeds 40 ° C.

When the refrigerant temperature Td on the discharge port 7b side of the compressor 7 reaches a predetermined temperature (here, the same temperature as the water temperature Twe of the cooling water LLC that cools the engine 15) (time point c in FIG. 6), the exhaust gas is exhausted. The gas supply stop valve 19 is closed to stop the supply of exhaust gas to the heat exchanger 20 for exhaust heat, and at the same time, the ON / OFF valve 17 is opened to start supplying the cooling water LLC to the heat exchanger 20 for exhaust heat. To do.

Thereafter, the heat of the cooling water LLC of the engine 15 is supplied to the low-pressure refrigerant on the suction port 7a side of the compressor 7 via the heat exchanger 20 for exhaust heat to heat the low-pressure refrigerant. The refrigerant temperature Ts of the refrigerant is increased.

Then, whether the water temperature Twe exceeds a predetermined temperature (here, 70 ° C.) (time point d1 in FIG. 6), or the refrigerant pressure Ps of the low-pressure refrigerant on the suction port 7a side of the compressor 7 becomes a predetermined pressure (here, 312 kPa). If it exceeds (time point d2 in FIG. 6) or the refrigerant superheat (SH) exceeds a predetermined temperature (here, 10 deg) (time point d3 in FIG. 6), the ON / OFF valve 17 is closed and the cooling water The supply to the heat exchanger 20 for exhaust heat of LLC is stopped.

Next, functions and effects of the vehicle air conditioner 1 according to the present embodiment will be described.

In the vehicle air conditioner 1 of the present embodiment, in the cooling mode, the four-way valve 8 is switched as shown in FIG. 1, and the circulation direction of the refrigerant in the refrigerant circuit 14 is circulated in the direction of arrow C shown in FIG. Therefore, the outdoor heat exchanger 4 functions as a condenser, and the indoor heat exchanger 6 functions as an evaporator.

Further, in the heating mode, the four-way valve 8 is switched as shown in FIG. 2, and the refrigerant circulation direction in the refrigerant circuit 14 is circulated in the direction of the arrow H shown in FIG. 2, so that the outdoor heat exchanger 4 is connected to the evaporator. And the indoor heat exchanger 6 functions as a condenser.

Thus, according to the vehicle air conditioner 1 of the present embodiment, the refrigerant circuit 14 that partially shares the piping configuring the cooling mode refrigeration cycle and the piping configuring the heating mode heat pump cycle is configured. Can do.

As shown in FIG. 10, in general, the exhaust temperature Tg with respect to the elapsed time from the start of the engine in the vehicle rises in a relatively short time from the start point a when the engine 15 is started.
Further, since the refrigerant pressure on the suction port 7a side of the compressor 7 is reduced when the compressor 7 is started up, the refrigerant temperature Ts on the suction port 7a side of the compressor 7 temporarily decreases as shown in FIG. Rise gradually over time

In the vehicle air conditioner 1 of the present embodiment, when the refrigerant temperature Td on the discharge port 7b side of the compressor 7 is lower than a predetermined temperature at the initial start of the engine 15 in the heating mode, the exhaust gas supply stop valve 19 The high-temperature exhaust gas exhausted by the engine 15 is circulated in the exhaust heat exchanger 20 and then exhausted.

As shown in FIG. 6, since the exhaust temperature Tg of the exhaust gas rises in a short time from the starting time point a when the engine 15 is started, this high-temperature exhaust gas is circulated in the exhaust heat heat exchanger 20 and exhausted. By heating the refrigerant in the heat exchanger 20 for heat, the temperature of the refrigerant in the heat exchanger 20 for exhaust heat can be quickly raised.

Since the heated refrigerant in the exhaust heat exchanger 20 is sent to the suction port 7a side of the compressor 7, the temperature of the low-pressure refrigerant is maintained at a predetermined temperature or more even immediately after the engine 15 is started. It is possible to prevent the refrigerant pressure of the low-pressure refrigerant from becoming negative when the compressor 7 is started.

Further, even at the initial start of the engine 15, the temperature of the low-pressure refrigerant on the suction port 7 a side of the compressor 7 can be maintained at a predetermined temperature or higher, so that it is sufficient from the indoor heat exchanger 6 after the compressor 7 is started up. The amount of heat can be generated, and the air e supplied into the passenger compartment is quickly warmed, so that the immediate warming property is improved.

Furthermore, as shown in FIG. 6, since the water temperature Twe of the cooling water LLC is low at the initial start of the engine 15, in the vehicle air conditioner 1 of the present embodiment, the water temperature Twe of the cooling water LLC is sufficiently increased. During this time, the supply of the cooling water LLC to the heat exchanger 20 for exhaust heat is stopped by closing the ON / OFF valve 17.

By stopping the supply of the cooling water LLC to the exhaust heat exchanger 20 in this way, the low-temperature cooling water LLC circulates through the exhaust heat exchanger 20 to inhibit the refrigerant temperature rise. Can be prevented.

Further, by stopping the supply of the cooling water LLC to the heat exchanger 20 for exhaust heat in this way, the temperature of the cooling water LLC in the water jacket rises smoothly, so that the engine 15 is warmed up at the initial start-up. Is also performed smoothly.

In the vehicle air conditioner 1 of the present embodiment, the compressor 7 is not started from the starting time point a at which the engine 15 shown in FIG. 6 is started to the time point b at which the exhaust gas exhaust temperature Tg reaches a constant temperature.

Specifically, the compression is performed at a time point b (in this case, about 30 seconds after the starting time point a of the engine 15) when it can be determined that the exhaust temperature Tg of the exhaust gas reaches about 50 ° C. and the warm-up of the engine 15 is substantially completed. The machine 7 is activated.

When the compressor 7 is activated, the refrigerant pressure Ps on the suction port 7a side temporarily decreases as shown in FIG. 6 and the refrigerant temperature Ts also decreases temporarily. As a result, the exhaust heat from the engine 15 is introduced. The heat of the exhaust gas is supplied by the exchanger 20 to the low-pressure refrigerant on the suction port 7a side of the compressor 7, and the refrigerant temperature Ts rises. Accordingly, the refrigerant pressure Ps also rises relatively quickly.

Also, due to the rise in the refrigerant temperature Ts of the low-pressure refrigerant on the suction port 7a side of the compressor 7, the refrigerant temperature Td of the high-pressure refrigerant on the discharge port 7b side also starts to rise relatively quickly.

In the vehicle air conditioner 1 of the present embodiment, the exhaust gas supply stop valve 19 is closed at the time point c (see FIG. 6) when the refrigerant temperature Td of the high-pressure refrigerant on the discharge port 7b side reaches the water temperature Twe of the cooling water LLC. At the same time, the ON / OFF valve 17 is opened.

As a result, the supply of the exhaust gas to the exhaust heat heat exchanger 20 is stopped, the heat exchange between the exhaust gas and the low-pressure refrigerant is not performed, and at the same time, the exhaust heat of the cooling water LLC to the heat exchanger 20 for exhaust heat. Is started, and heat exchange between the cooling water LLC and the low-pressure refrigerant is started.

Thereby, the heat source of the heat supplied to the low-pressure refrigerant on the suction port 7a side of the compressor 7 is switched from the exhaust gas to the cooling water LLC having a larger heat capacity than the exhaust gas.

Thereafter, the exhaust heat of the engine 15 is supplied to the low-pressure refrigerant on the suction port 7a side of the compressor 7 by the cooling water LLC having a larger heat capacity than the exhaust gas, so that the refrigerant temperature Ts of the low-pressure refrigerant on the suction port 7a side is set. It can be stabilized.

And in the vehicle air conditioner 1 of this Embodiment, the water temperature Twe exceeds predetermined temperature (here 70 degreeC) (time point d1 of FIG. 6), or the refrigerant | coolant of the low pressure refrigerant | coolant by the side of the inlet 7a of the compressor 7 When the pressure Ps exceeds a predetermined pressure (here, 312 kPa) (time point d2 in FIG. 6) or the refrigerant superheat degree (SH) exceeds a predetermined temperature (here 10 deg) (time point d3 in FIG. 6) Then, the ON / OFF valve 17 is closed and the supply of the cooling water LLC to the heat exchanger 20 for exhaust heat is stopped.

Thus, since the heat exchange by the heat exchanger 20 for exhaust heat is stopped at any one of the above-mentioned time points d1, d2, and d3, the compressor 7 is removed from the damage of the compressor 7 due to an overload such as a pressure increase. Can be protected.

As described above, in the vehicle air conditioner 1 of the present embodiment, the exhaust heat generated by the engine 15 at the initial start of the engine 15 is transferred to the suction port 7a side of the compressor 7 by the exhaust heat exchanger 20. Since the low-pressure refrigerant on the suction port 7a side of the compressor 7 is warmed by supplying the low-pressure refrigerant, the low-pressure refrigerant on the suction port 7a side of the compressor 7 is quickly warmed even immediately after the start of the engine 15. Since the temperature of the low-pressure refrigerant can be maintained at a predetermined temperature or higher, it is possible to prevent the refrigerant pressure on the suction port 7a side of the compressor 7 from becoming negative when the compressor 7 is started.

Further, since the temperature of the low-pressure refrigerant on the suction port 7a side of the compressor 7 can be maintained at a predetermined temperature or higher even at the initial start of the engine 15, a sufficient amount of heat is generated from the indoor heat exchanger 6 after the compressor 7 is started. The air supplied to the passenger compartment is quickly warmed, and the immediate warming property is improved.

3 to 6 show the vehicle air conditioner 1 according to the first embodiment.
In addition, the same code | symbol is attached | subjected and demonstrated about the same or equivalent part as the said embodiment.

First, differences in configuration from the vehicle air conditioner 1 of the above embodiment will be described.

As shown in FIG. 5, the vehicle air conditioner 1 according to the first embodiment includes a control unit 21 that controls the air conditioning unit 25.

Various sensors such as an exhaust gas temperature sensor 18a, a refrigerant temperature sensor 18b, and a refrigerant pressure sensor 18c are connected to the control unit 21.

The refrigerant pressure sensor 18 c detects the refrigerant pressure Ps of the low-pressure refrigerant on the suction port 7 a side of the compressor 7 and transmits it to the control unit 21.

Also connected to the control unit 21 are the compressor 7, the cooling / heating switching valve 44, the blower 6a, the exhaust gas supply stop valve 19, the three-way switching valve 42, the door actuators 26 of the inside / outside air supply switching door and the air mix door, and the rod 31. These are driven and controlled in accordance with a control signal output from the control unit 21.

As shown in FIG. 3, the air conditioning unit 25 is provided with a heater unit 30 in which an evaporator 27, a heater core 28 and a condenser 29 are integrally formed in this order along the direction in which air flows inside the case. Further, an inside / outside air supply switching door is provided in the vicinity of the upstream side of the evaporator 27, and an air mix door is provided in the vicinity of the soot heater unit 30.

By controlling the driving of the

door actuators

26 and 31, the air flow path can be opened and closed by the inside / outside air supply switching door or the air mix door, and the ratio of the air volume of the cooling / heating air supplied to the passenger compartment side Can be adjusted.

Further, the vehicle air conditioner 1 of the present embodiment is provided with a pressure reducing valve 32 and a multi-tube type exhaust heat heat exchanger 40, and the pressure reducing valve 32 is connected to the evaporator 27, and the multi-tube type heat for heat removal is provided. The exchanger 40 is connected between the pressure reducing valve 32 and the suction port 7 a side of the compressor 7 in the refrigerant circuit 14.

The multi-tube type heat exhaust heat exchanger 40 functions as a heat exchanger that heats the low-pressure refrigerant on the suction port 7a side of the compressor 7 using the exhaust heat generated at the start of the engine 15.

As shown in FIG. 4, the multi-tube type exhaust heat exchanger 40 includes a large-diameter cylindrical member 34, a medium-diameter cylindrical member 35, a small-diameter cylindrical member 36 having different diameters, and a fixed rib member 37. Has been.

The large-diameter cylindrical member 34, the medium-diameter cylindrical member 35, and the small-diameter cylindrical member 36 are arranged coaxially, and a plurality of fixed rib members 37 are arranged radially between their respective walls, thereby each of them. The walls are connected to each other so as to be immovable with a predetermined distance in the radial direction.

Then, the space between the medium-diameter tubular member 35 and the small-diameter tubular member 36 of the multi-tube type exhaust heat exchanger 40 is used as the refrigerant flow path 38 through which the low-pressure refrigerant is circulated, and the small-diameter tubular member 36 is used. Is used as a cooling water flow path 39 through which the cooling water LLC of the engine 15 is circulated.

Since the refrigerant flow path 38 and the cooling water flow path 39 are adjacent to each other in the radial direction via the small-diameter cylindrical member 36, the cooling water LLC is circulated through the cooling water flow path 39 to circulate the cooling water. Heat exchange is performed between the LLC and the low-pressure refrigerant.

In addition, the space between the large-diameter cylindrical member 34 and the medium-diameter cylindrical member 35 of the multi-tube type heat exhaust heat exchanger 40 is used as an exhaust gas passage 33 through which exhaust gas is circulated.

Since the exhaust gas flow path 33 and the refrigerant flow path 38 are adjacent to each other in the radial direction via the medium-diameter cylindrical member 35, exhaust gas from the engine 15 is circulated through the exhaust gas flow path 33, thereby Heat exchange is performed between the gas and the low-pressure refrigerant.

In the multi-tube type exhaust heat heat exchanger 40 according to the vehicle air conditioner 1 of the present embodiment, the cooling water passage 39, the refrigerant passage 38, and the exhaust gas passage 33 are composed of a small-diameter cylindrical member 36 and a medium-diameter cylinder. The cooling water LLC and the exhaust gas are not mixed in the refrigerant because the refrigerant is separated by the member 35.

The refrigerant flow path 38 of the multi-tube heat exhaust heat exchanger 40 is connected between the evaporator 27 and the suction port 7a of the compressor 7, and the refrigerant flows from the evaporator 27 toward the suction port 7a.

Further, the exhaust gas flow path 33 of the multi-tube exhaust heat exchanger 40 is connected to the exhaust gas pipe 18 of the engine 15, and the engine 15 and the multi-tube exhaust heat exchanger 40 of the exhaust gas pipe 18. Between the two, an exhaust gas supply stop valve 19 is provided.

In the vehicle air conditioner 1 of the present embodiment, the exhaust gas supply stop valve 19 is provided on the upstream side of the multi-tube type exhaust heat heat exchanger 40. It is possible to switch between supply and stop to the multi-tube type heat exchanger 40 for exhaust heat.

Further, the vehicle air conditioner 1 of the present embodiment is provided with a cooling water circuit 43, and the cooling water circuit 43 is constituted by a main circuit 43a and a bypass circuit 43b.

The main circuit 43 a connects between a water jacket (not shown) provided in the engine 15 and the heater core 28, and the cooling water LLC in the main circuit 43 a is circulated between the water jacket and the heater core 28.

The bypass circuit 43b is connected to the cooling water flow path 39 and the one-way valve 41 of the multi-tube type exhaust heat exchanger 40, and the bypass circuit 43b is connected to the main circuit 43a via the three-way switching valve 42.

Then, by switching the three-way switching valve 42, the cooling water LLC is circulated only between the water jacket and the heater core 28, and the water jacket, the heater core 28, and the multi-tube type heat exchanger 40 for exhaust heat. The state in which the cooling water LLC is circulated can be switched between.

In the vehicle air conditioner 1 of this embodiment, a cooling / heating switching valve 44 is provided on the refrigerant circuit 14 on the discharge port 7b side of the compressor 7.

By switching the cooling / heating switching valve 44, it is possible to switch whether the high-pressure refrigerant discharged from the compressor 7 is sent to the outdoor heat exchanger 4 or to the condenser 29.

Further, the vehicle air conditioner 1 of the present embodiment is provided with a liquid tank 45 and a one-way valve 46 on the downstream side of the outdoor heat exchanger 4 in the refrigerant circuit 14, and on the downstream side of the one-way valve 46. A pressure reducing valve 32 is connected.

And in the vehicle air conditioner 1 of the present embodiment, when the cooling / heating switching valve 44 is switched and the high-pressure refrigerant is sent to the outdoor heat exchanger 4, a cooling refrigeration cycle is formed and the cooling mode is switched.

Further, when the cooling / heating switching valve 44 is switched and the high-pressure refrigerant is sent to the condenser 29, a heating heat pump cycle is formed and the heating mode is switched.

In the heating mode, the air e passing through the air conditioning unit 25 can be warmed by the heat released by the heater core 28 and the heat released by the condenser 29.

Next, functions and effects of the vehicle air conditioner 1 according to the first embodiment will be described.

In the vehicle air conditioner 1 according to the first embodiment shown in FIG. 3 configured as described above, when switching to the heating mode when cold, the exhaust gas supply stop valve 19 is opened at the initial start of the engine 15, and the engine 15 The exhaust gas passes through the exhaust gas flow path 33 in the multi-tube type exhaust heat heat exchanger 40 shown in FIG.

In the multi-tube type exhaust heat exchanger 40, the exhaust gas flow path 33 is adjacent to the refrigerant flow path 38, so that the heat of the exhaust gas is transferred to the refrigerant passing through the refrigerant flow path 38.

Due to this heat exchange, the low-pressure refrigerant on the suction port 7a side of the compressor 7 is warmed even at the initial start of the engine 15. Therefore, when the compressor 7 is started, the refrigerant pressure on the suction port 7a side of the compressor 7 is negative. Can be prevented.

Further, in the vehicle air conditioner 1 of the present embodiment, the multi-tube type exhaust of the cooling water LLC is switched by switching the three-way switching valve 42 shown in FIG. 3 until the water temperature Twe of the cooling water LLC sufficiently rises. Supply to the heat exchanger 40 for heat is stopped.

Thereby, it is possible to prevent the refrigerant from rising in temperature due to the low-temperature cooling water LLC circulating through the multi-tube type exhaust heat heat exchanger 40.

In addition, this allows the temperature of the cooling water LLC in the water jacket to rise smoothly, so that the engine 15 can be warmed up early in the start-up.

Further, in the vehicle air conditioner 1 of the present embodiment, the exhaust gas supply shown in FIG. 3 is performed at the time point c (see FIG. 6) when the refrigerant temperature Td of the high-pressure refrigerant on the discharge port 7b side reaches the water temperature Twe of the cooling water LLC. Simultaneously with closing the stop valve 19, the three-way switching valve 42 is switched so that the cooling water LLC is circulated among the water jacket, the heater core 28, and the heat exchanger 40 for multi-tube type exhaust heat.

As a result, the supply of the exhaust gas to the multi-tube type exhaust heat heat exchanger 40 is stopped, and heat exchange between the exhaust gas and the low-pressure refrigerant is not performed, and at the same time, the multi-tube type exhaust heat of the cooling water LLC is performed. Supply to the heat exchanger 40 is started, and heat exchange between the cooling water LLC and the low-pressure refrigerant is started.

At this time, in the multi-tube type heat exhaust heat exchanger 40, heat exchange is performed between the low-pressure refrigerant passing through the refrigerant flow path 38 and the cooling water LLC passing through the cooling water flow path 39 via the tubular member 36. Is called.

Moreover, in the vehicle air conditioner 1 according to the present embodiment, the air that is blown into the vehicle interior by the heat released from the condenser 29 by supplying the high-pressure refrigerant to the condenser 29 by switching the cooling / heating switching valve 44. Can warm up.

Further, since the heater core 30 and the capacitor 29 are integrally provided in the heater unit 30, the heat dissipation area of the entire heater unit 30 is larger than that in the case where the capacitor 29 is a single body, and the heat to the air e passing therethrough is large. Exchange efficiency can be improved.

In the vehicle air conditioner 1 of the present embodiment, the immediate warming property can be improved also in this respect.

Other configurations and operational effects are the same as or equivalent to those of the above-described embodiment, and thus description thereof is omitted.

FIG. 7 shows the vehicle air conditioner 1 according to the second embodiment.
In addition, the same code | symbol is attached | subjected and demonstrated about the same or equivalent part as the said embodiment and Example 1. FIG.

First, differences in configuration from the embodiment and the vehicle air conditioner 1 of Example 1 will be described.

As shown in FIG. 7, the vehicle air conditioner 1 of the present embodiment has a heat exchanger for exhaust heat built in the accumulator instead of the heat exchanger 40 for exhaust heat of the multi-tube type of the first embodiment. A heat exchanger integrated accumulator 50 for exhaust heat is provided.

The exhaust heat exchanger-integrated accumulator 50 is provided with an exhaust gas pipe 53 through which the exhaust gas passes and a cooling water pipe 54 through which the cooling water LLC is circulated inside the accumulator housing 50a.

The heat exchanger integrated accumulator 50 for exhaust heat is connected to the vicinity of the upstream side of the suction port 7 a of the compressor 7 between the pressure reducing valve 32 and the suction port 7 a of the compressor 7 in the refrigerant circuit 14.

The low-pressure refrigerant L passing through the heat exchanger integrated accumulator 50 for exhaust heat can exchange heat with both the exhaust gas and the cooling water LLC.

Next, functions and effects of the vehicle air conditioner 1 according to the second embodiment will be described.

In the vehicle air conditioner 1 according to the second embodiment shown in FIG. 7 configured as described above, when switching to the heating mode when cold, the exhaust gas supply stop valve 19 is opened at the initial start of the engine 15, and the engine 15 The exhaust gas passes through the exhaust gas pipe 53 in the heat exchanger integrated accumulator 50 shown in FIG.

Then, the heat released from the exhaust gas pipe 53 is transferred to the refrigerant passing through the heat exchanger integrated accumulator 50 for exhaust heat.

This heat exchange warms the low-pressure refrigerant on the suction port 7a side of the compressor 7 even at the initial start of the engine 15.

Moreover, in the vehicle air conditioner 1 according to the present embodiment, the heat exchanger integrated accumulator 50 for exhaust heat is provided in the vicinity of the upstream side of the suction port 7a of the compressor 7, so that the compressor 7 is activated in the heating mode. When this is done, the refrigerant collected and accumulated in the heat exchanger integrated accumulator 50 for exhaust heat is smoothly delivered to the condenser 29 of the heater unit 30 via the pipe 48.

Thereby, since the warmed refrigerant flows smoothly into the condenser 29, the temperature of the air e supplied into the vehicle compartment is quickly raised by the heat of the condenser 29.

In the vehicle air conditioner 1 of the present embodiment, the immediate warming property can be further improved in this respect.

Other configurations and functions and effects are the same as or equivalent to those of the above-described embodiment and Example 1, and thus description thereof is omitted.

FIG. 8 shows the vehicle air conditioner 1 according to the third embodiment.
In addition, the same code | symbol is attached | subjected and demonstrated about the same or equivalent part as the said embodiment and Example 1,2.

First, the difference from the configuration of the above-described embodiment and the vehicle air conditioner 1 of Examples 1 and 2 will be described.

As shown in FIG. 8, the vehicle air conditioner 1 of this embodiment is provided with a bypass refrigerant circulation circuit 61.

In the bypass refrigerant circulation circuit 61, the refrigerant sent from the compressor 7 is branched from the cooling refrigerant circuit 14 via the bypass switching valve 49 and circulated.

Further, as shown in FIG. 7, the bypass refrigerant circulation circuit 61 is provided with an external heat exchanger 60, and the cooling water LLC of the engine 15 is also circulated through the external heat exchanger 60.

The bypass switching valve 49 is provided on the discharge port 7b side of the compressor 7. By switching the bypass switching valve 49, the high-pressure refrigerant on the discharge port 7b side of the compressor 7 is sent to the external heat exchanger 60, thereby The heat of the high-pressure refrigerant that passes through the heat exchanger 60 is transferred to the cooling water LLC that is circulated through the external heat exchanger 60.

Then, the cooling water LLC heated by the heat of the high-pressure refrigerant is circulated through the heater core 28, and the air e passing through the heater core 28 toward the passenger compartment is heated by the heat released from the heater core 28.

Therefore, the heat of the refrigerant supplied to the bypass refrigerant circulation circuit 61 is indirectly supplied to the vehicle interior via the cooling water LLC and used for heating the vehicle interior.

Then, the refrigerant that has passed through the external heat exchanger 60 returns to the suction port 7a of the compressor 7 again through the refrigerant heat exchange means 62, the one-way valve 64, and the accumulator 63.

Further, the vehicle air conditioner 1 of this embodiment is further provided with a heat exchanger 66 for exhaust heat.

The exhaust heat heat exchanger 66 is provided with a refrigerant flow path 38 through which the refrigerant is circulated and an exhaust gas flow path 33 through which the exhaust gas is circulated, and the refrigerant flow path 38 is provided between the accumulator 63 and the compressor 7. It is connected between the suction port 7a.

Further, a one-way valve 64 is provided between the refrigerant heat exchanging means 62 and the accumulator 63, and a one-way valve 65 is provided between the pressure reducing valve 32 and the accumulator 63.

The accumulator 63 is fed with a low-pressure refrigerant from one of the one-

way valves

64 and 65, and the low-pressure refrigerant is collected and accumulated, and the suction port 7a is passed through the refrigerant flow path 38 of the heat exchanger 66 for exhaust heat. Is sent out.

In the vehicle air conditioner 1 of the present embodiment, the refrigerant flow path 38 and the exhaust gas flow path 33 of the heat exchanger 66 for exhaust heat are adjacent to each other, so that the engine 15 sends the exhaust gas through the exhaust gas supply stop valve 19. When the exhaust gas is passed through the exhaust gas flow path 33 of the heat exchanger 66 for exhaust heat, heat exchange is performed between the exhaust gas and the low-pressure refrigerant.

Next, the function and effect of the vehicle air conditioner 1 according to the third embodiment will be described.

In the vehicle air conditioner 1 of the third embodiment shown in FIG. 8 configured as described above, when switching to the heating mode when cold, the exhaust gas supply stop valve 19 is opened at the initial start of the engine 15, and the engine 15 The exhaust gas passes through the exhaust gas passage 33 in the exhaust heat heat exchanger 66 shown in FIG.

Then, the heat released from the exhaust gas passage 33 is transferred to the refrigerant passing through the refrigerant passage 38 in the exhaust heat exchanger 66.

Then, the warmed refrigerant is compressed by the compressor 7 and circulated in the bypass refrigerant circulation circuit 61.

In the external heat exchanger 60, the heat of the high-pressure refrigerant heated by the exhaust gas and compressed by the compressor 7 is transferred to the cooling water LLC, and the heated cooling water LLC is exchanged with the heater core 28. Circulated.

The heat exchange with the exhaust gas can immediately improve the warmth, and the cooling water LLC is heated by the heat of the exhaust gas, so that the time required for warming up the engine 15 can be shortened. it can.

Other configurations and functions and effects are the same as or equivalent to those of the above-described embodiment and Examples 1 and 2, and the description thereof is omitted.

FIG. 9 shows the vehicle air conditioner 1 according to the fourth embodiment.
The same or equivalent parts as those in the above embodiment and Examples 1 to 3 will be described with the same reference numerals.

First, a description will be given of differences in configuration from the above-described embodiment and the vehicle air conditioners 1 of Examples 1 to 3.

As shown in FIG. 9, in the vehicle air conditioner 1 of the present embodiment, an accumulator built-in type exhaust gas that includes an accumulator 70 a instead of the accumulator 63 and the exhaust heat heat exchanger 66 of the air conditioner of the third embodiment. A heat heat exchanger 70 is provided in the vicinity of the upstream side of the suction port 7 a of the compressor 7.

Further, the same external heat exchanger 60 as that of the third embodiment is provided between the engine 15 and the heater core 28.

Next, functions and effects of the vehicle air conditioner 1 according to the fourth embodiment will be described.

9, the vehicle air conditioner 1 according to the fourth embodiment shown in FIG. 9 includes an accumulator built-in waste heat heat exchanger 70 on the upstream side of the suction port 7 a of the compressor 7, and the suction port of the compressor 7. 7a is provided in the vicinity of the upstream side of the air heater 7a. When the compressor 7 is started in the heating mode, the refrigerant collected and accumulated in the heat exchanger for exhaust heat with built-in accumulator 70 is stored in the external heat exchanger 60. It is sent out smoothly.

Due to the action of this accumulator, the warmed refrigerant flows smoothly to the external heat exchanger 60, so the heat of the compressed refrigerant is transferred to the cooling water LLC in the external heat exchanger 60, and the heat of the warmed cooling water LLC is heated. The temperature of the air e released by the heater core 28 and supplied into the passenger compartment quickly rises.

Moreover, since the heat exchanger 70 for exhaust heat with a built-in accumulator has a built-in accumulator, it is not necessary to provide a separate accumulator, and the number of parts can be reduced to save space.

Other configurations and functions and effects are the same as or equivalent to those of the above-described embodiment and Examples 1 to 3, and thus description thereof is omitted.

The vehicle air conditioner 1 according to the present invention has been described in detail above with reference to the drawings, but the specific configuration is limited to the configuration of the embodiment and the vehicle air conditioners 1 of Examples 1 to 3. However, the present invention includes those that have undergone design changes that do not depart from the gist of the present invention.

For example, in the above-described embodiment, the example in which the heat of the exhaust gas of the engine is used as the heat of the vehicle drive source has been described. However, the heat of the vehicle drive source is not particularly limited, and is generated at the initial start. Any heat source may be used as long as the exhaust heat can be used. For example, the motor may be a motor of an electric vehicle, a driving element that generates heat when the motor is driven, a heat source such as a battery.

Further, the multi-tube type heat exhaust heat exchanger 40 of the first embodiment has a multi-tube structure, but the structure of the multi-tube type heat exhaust heat exchanger 40 is not limited to this, and a fin tube shape, etc. Any material may be used as long as it can exchange heat between different heat media such as those used in heat exchangers such as general radiators.

Further, the multiple-tube type heat exhaust heat exchanger may be an aggregate of tubes, and the shape, quantity, and material of the tubes constituting the multi-tube type heat exhaust heat exchanger are the same as those in the first embodiment. It is not restricted to the shape, quantity, and material of the tube of the heat exchanger 40 for tube-type exhaust heat.

Furthermore, in the vehicle air conditioner 1 according to the first embodiment, the multi-tube type exhaust heat heat exchanger 40 has a cylindrical shape of a large-diameter cylindrical member 34, a medium-diameter cylindrical member 35, and a small-diameter cylinder having different inner diameters. Although the triple tube in which the cylindrical members 36 are coaxially arranged is used, the structure of the heat exchanger for the multiple tube type exhaust heat is not particularly limited, and includes, for example, a plurality of layers of quadruple tubes or more. Multiple pipes may be used, and the cooling water pipe or the exhaust gas pipe is separated in the radial direction across the refrigerant pipe, so that the cooling water LLC or the exhaust gas is not mixed with the refrigerant passing through the inside of the refrigerant pipe so that heat exchange can be performed. Anything that can be done.

The vehicle air conditioner of the present invention is not limited to a vehicle that uses an engine as a vehicle drive source, but an electric vehicle that uses a vehicle drive source including an electric motor, a drive element that generates heat when the electric motor is driven, a battery, Or it can utilize also for air conditioning apparatuses, such as a hybrid car which has a vehicle drive source of both an engine and an electric motor.

Claims

An outdoor heat exchanger, an indoor heat exchanger, and a compressor,
A vehicle air conditioner comprising a refrigerant circuit in which the outdoor heat exchanger, the indoor heat exchanger, and the compressor are connected by piping,
A heat exchanger for exhaust heat for supplying exhaust heat of a vehicle drive source to low-pressure refrigerant on the suction port side of the compressor is provided on the suction port side of the compressor;
At the initial start of the vehicle drive source, exhaust heat generated by the vehicle drive source is supplied to low-pressure refrigerant on the intake side of the compressor by the exhaust heat exchanger, so that the exhaust side of the compressor A vehicle air conditioner that warms a low-pressure refrigerant.
The vehicle air conditioner according to claim 1, wherein the vehicle drive source is an engine, and the exhaust heat is heat of exhaust gas of the engine.
When the temperature of the high-pressure refrigerant on the discharge port side of the compressor reaches a predetermined temperature, the supply of the exhaust heat to the exhaust heat heat exchanger is stopped to stop the supply of the exhaust heat to the exhaust heat heat exchanger. The vehicle air conditioner according to claim 2, wherein an exhaust gas supply stop valve for stopping supply of exhaust gas from the engine is provided.
Cooling water heat exchange means for supplying heat of the engine cooling water to the low-pressure refrigerant is provided,
The supply of heat of the cooling water by the cooling water heat exchanging means to the low pressure refrigerant is started when the temperature of the high pressure refrigerant on the discharge port side of the compressor reaches a predetermined temperature. The vehicle air conditioner according to 3.
A bypass refrigerant circulation circuit for branching and circulating the refrigerant in the refrigerant circuit through the refrigerant circuit;
The bypass refrigerant circulation circuit is provided with an external heat exchanger for exchanging heat between the high-pressure refrigerant on the discharge port side of the compressor and the cooling water used for heating the vehicle interior of the vehicle. The vehicle air conditioner according to any one of claims 1 to 4.
The accumulator for collecting and accumulating the refrigerant and the heat exchanger for exhaust heat are integrally configured and provided in the vicinity of the upstream side of the suction port of the compressor. The vehicle air conditioner according to any one of the above.
The exhaust heat exchanger is configured by coaxially arranging at least two cylindrical members having different diameters,
An exhaust gas passage through which exhaust gas is circulated in a space separated by each of the tubular members and a refrigerant passage through which low-pressure refrigerant is circulated are formed adjacent to each other in the radial direction of the at least two tubular members. The vehicle air conditioner according to any one of claims 1 to 4, wherein the air conditioner is a heat exchanger having a multiple tube structure.