WO2012120843A1

WO2012120843A1 - Vehicle heating/air-conditioning device

Info

Publication number: WO2012120843A1
Application number: PCT/JP2012/001412
Authority: WO
Inventors: 広田　久寿
Original assignee: 株式会社テージーケー
Priority date: 2011-03-04
Filing date: 2012-03-01
Publication date: 2012-09-13
Also published as: JP2012183905A; JP5786156B2

Abstract

A vehicle heating/air-conditioning device (100) in one embodiment is provided with: a compressor (2) that compresses and discharges a refrigerant; an outside heat-exchanger (5) disposed outside the passenger compartment of the vehicle; an inside evaporator (7) that is disposed inside the passenger compartment and evaporates the refrigerant; an inside condenser (3); a plurality of refrigerant-circulation channels; and a plurality of expansion devices. When the heating/air-conditioning device is in an air-conditioning mode, the outside heat-exchanger dissipates heat from the refrigerant, thereby functioning as an outside condenser, and when the heating/air-conditioning device is in a heating mode, the outside heat-exchanger evaporates the refrigerant, thereby functioning as an outside evaporator. The inside condenser dissipates heat from the refrigerant separately from the outside heat-exchanger (5). Each of the refrigerant-circulation channels connects one of the condensers to one of the evaporators, and each refrigerant-circulation channel connects a different condenser/evaporator combination. One of the expansion devices is provided in each refrigerant-circulation channel, between the condenser and evaporator connected by that channel, and each expansion device expands the refrigerant from that condenser and sends said refrigerant to that evaporator.

Description

Air conditioning system for vehicles

The present invention relates to a vehicle air conditioner having a plurality of refrigerant circulation passages.

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 reach 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.

JP-A-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.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle air conditioning apparatus in which a refrigerant circulation passage is switched according to an operation state, and to totally suppress the cost of building a system while ensuring the function of the device in each operation state. .

In order to solve the above-described problems, a vehicle air conditioning apparatus according to an aspect of the present invention functions as a compressor that compresses and discharges a refrigerant, and an outdoor condenser that is disposed outside the passenger compartment and dissipates the refrigerant during cooling operation. On the other hand, an outdoor heat exchanger that functions as an outdoor evaporator that evaporates the refrigerant during heating operation, an indoor evaporator that is disposed in the vehicle interior and evaporates the refrigerant, and an auxiliary condenser that radiates the refrigerant separately from the outdoor heat exchanger One of the condensers and one of the evaporators, a plurality of refrigerant circulation passages having a different combination of the condenser and the evaporator, and one condenser between the condenser and the evaporator in each refrigerant circulation passage. A plurality of expansion devices arranged one by one and capable of expanding the refrigerant introduced from the condenser and leading to the evaporator.

According to this aspect, the refrigerant circulation passage is formed and the devices are arranged so that one expansion device is arranged between the condenser and the evaporator in each of the plurality of refrigerant circulation passages. That is, for the purpose of configuring a refrigerant circulation system centered on the compressor, a plurality of refrigerant circulation passages have a common passage and an individual passage with other refrigerant circulation passages. An expansion device is disposed in the individual passage of the passage. Thereby, each expansion device adjusts the flow of the refrigerant in each refrigerant circulation passage, and a stable and appropriate operating state can be obtained without interfering with control among the plurality of expansion devices. Also, if an expansion device is provided in the common passage, it is necessary to provide a device for opening or blocking the passage upstream of the expansion device in each refrigerant circulation passage. In this aspect, such a device is provided. It can also be set as the structure which is not. As a result, the number of parts can be suppressed, and the cost for building the system can be suppressed in total.

According to the present invention, in the vehicle air conditioning apparatus in which the refrigerant circulation passage is switched according to the operating state, it is possible to totally suppress the cost of building the system while ensuring the function of the apparatus in each operating state.

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 sectional drawing showing the structure and operation | movement of a 1st control valve. It is sectional drawing showing the structure and operation | movement of a 1st control valve. It is sectional drawing showing the structure and operation | movement of a 1st control valve. It is sectional drawing showing the structure of a 2nd control valve. It is an expanded sectional view showing a portion of a valve body of the 2nd control valve. It is sectional drawing showing the structure and operation | movement of a 3rd control valve. It is sectional drawing showing the structure and operation | movement of a 3rd control valve. It is sectional drawing showing the structure and operation | movement of a 3rd control valve. It is a figure showing the system configuration | structure of the vehicle air conditioner which concerns 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. In the present embodiment, the vehicle air conditioning apparatus of the present invention is embodied as an electric vehicle air conditioning apparatus.

The vehicle air conditioner 100 includes a refrigeration cycle (refrigerant circuit) in which a compressor 2, an indoor 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 uses the heat of the refrigerant to air-condition the passenger compartment 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 vehicle air conditioning apparatus 100 is also 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 indoor condenser 3 and the outdoor heat exchanger 5 can operate in parallel as a condenser, and the evaporator 7 and the outdoor heat exchanger 5 can operate in parallel as an evaporator. Has been. That is, a first refrigerant circulation passage through which the refrigerant circulates during the cooling operation, a second refrigerant circulation passage through which the refrigerant circulates during the heating operation, and a third refrigerant circulation passage through which the refrigerant circulates during the dehumidifying operation are formed.

The first refrigerant circulation passage is a passage through which the refrigerant circulates as follows: compressor 2 → 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 → indoor 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 indoor 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, a passage leading to the discharge chamber of the compressor 2 branches, the first passage 21 as one of them is connected to one of the entrances and exits of the outdoor heat exchanger 5, and the second passage 22 as the other is an indoor condenser. Connected to 3 entrance. The other entrance / exit of the outdoor heat exchanger 5 is connected to the entrance of the evaporator 7 via the third passage 23. The fourth passage 24 connected to the outlet of the indoor condenser 3 branches into a first branch passage 25 and a second branch passage 26 on the downstream side thereof, and is connected to the third passage 23, respectively. The outlet of the evaporator 7 is connected to the inlet of the accumulator 8 through a fifth passage 27 (return passage). In addition, a bypass passage 28 is branched at an intermediate portion of the first passage 21, and is connected to the accumulator 8 and the compressor 2.

The first control valve 4 is provided at the branch point between the first passage 21 and the second passage 22. A second control valve 6 is provided at a branch point between the first branch passage 25 and the second branch passage 26. Further, a third control valve 9 is provided at the junction of the fifth passage 27 and 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 indoor condenser 3 is provided in the vehicle interior and functions as an auxiliary condenser that dissipates the refrigerant separately from the outdoor heat exchanger 5. That is, the high-temperature and high-pressure refrigerant discharged from the compressor 2 dissipates heat when passing through the indoor condenser 3. The air introduced into the passenger compartment is warmed in the process of passing through the indoor condenser 3.

The outdoor heat exchanger 5 is disposed outside the passenger compartment and functions as an outdoor condenser that radiates 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 disposed in the passenger compartment and functions as an indoor evaporator that evaporates the refrigerant passing through the interior. That is, the refrigerant having a low temperature and low pressure due to the passage through the expansion device (the proportional valve 31 and 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 while passing through the indoor condenser 3.

The accumulator 8 is a device that stores the refrigerant sent from the evaporator by gas-liquid separation, 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 accommodates a proportional valve 34 (corresponding to a “fourth proportional valve”) and a proportional valve 37 (corresponding to a “seventh proportional valve”) in a common body, and these are combined into one actuator. It is comprised as a compound valve driven by. The proportional valve 34 is a large-diameter valve and adjusts the opening degree of the first passage 21. The proportional valve 37 is a large-diameter valve and adjusts the opening degree of the second passage 22. 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. A specific configuration of the first control valve 4 will be described later.

The second control valve 6 includes a proportional valve 31 (corresponding to a “first proportional valve”), a proportional valve 32 (corresponding to a “second proportional valve”), and a proportional valve 33 (“third proportional valve”). Is configured as a composite valve. The proportional valve 31 and the proportional valve 32 are driven by a common actuator, and the proportional valve 33 is driven by another actuator. The proportional valve 31 is provided between the joining point of the third passage 23 with the first branch passage 25 and the joining point of the second branch passage 26.

The proportional valve 31 is a small-diameter valve and adjusts the opening degree of the third passage 23. The proportional valve 32 is a small-diameter valve and adjusts the opening degree of the first branch passage 25. The proportional valve 33 is a small-diameter valve that adjusts the opening of the second branch passage 26. These proportional valve 31, proportional valve 32 and proportional valve 33 also function 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 second control valve 6, but an electromagnetic valve capable of adjusting the opening degree of each valve by energizing the solenoid is used. You may make it use. A specific configuration of the second control valve 6 will be described later.

The third control valve 9 accommodates a proportional valve 35 (corresponding to a “fifth proportional valve”) and a proportional valve 36 (corresponding to a “sixth proportional valve”) in a common body, and these are combined into one actuator. It is comprised as a compound valve driven by. The proportional valve 35 is a large-diameter valve and adjusts the opening degree of the bypass passage 28. The proportional valve 36 is a large-diameter valve and adjusts the opening degree of the fifth passage 27. 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. A specific configuration of the third control valve 9 will be described later.

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. In this embodiment, since a stepping motor is used as an actuator, 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, the temperatures of the outlet of the indoor condenser 3, the one inlet / outlet of the outdoor heat exchanger 5, the other inlet / outlet, and the inlet and outlet of the evaporator 7 are detected. A plurality of temperature sensors are installed.

Next, the operation of the refrigeration cycle of this embodiment will be described. FIG. 2 is an explanatory diagram illustrating the operation of the vehicle air conditioner. (A) shows the state during special cooling operation, (B) shows the state during normal cooling operation, (C) shows the state during specific heating operation, and (D) shows the state during normal heating operation. (E) shows the state during special heating operation. The “special cooling operation” is an operation state in which the indoor condenser 3 is not functioned 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. In addition, the thick line and the arrow in a figure show the flow of the refrigerant | coolant, and "x" has shown that the flow of the refrigerant | coolant is interrupted | blocked.

As shown in FIG. 2 (A), during the special cooling operation, the proportional valve 34 is opened in the first control valve 4 and the proportional valve 37 is closed. Further, in the second control valve 6, the proportional valve 31 is opened, and the proportional valve 32 and the proportional valve 33 are closed. Further, in the third control valve 9, the proportional valve 35 is closed, and the proportional valve 36 is opened. Accordingly, the first refrigerant circulation passage is opened, and the second refrigerant circulation passage and the third refrigerant circulation passage are blocked. For this reason, the refrigerant discharged from the compressor 2 is guided to the evaporator 7 through the outdoor heat exchanger 5. At this time, the outdoor heat exchanger 5 functions as an outdoor condenser.

That is, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 is condensed by passing through the outdoor heat exchanger 5. Then, the refrigerant passing through the outdoor heat exchanger 5 is adiabatically expanded by the proportional valve 31 to become a cold / low pressure gas-liquid two-phase refrigerant and 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. The control unit controls the opening degree of the proportional valve 31 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.

As shown in FIG. 2B, in the normal cooling operation, both the proportional valve 34 and the proportional valve 37 are opened in the first control valve 4. Further, in the second control valve 6, the proportional valve 31 and the proportional valve 33 are opened, and the proportional valve 32 is closed. Further, in the third control valve 9, the proportional valve 35 is closed, and the proportional valve 36 is opened. Thereby, the first refrigerant circulation passage and the third refrigerant circulation passage are opened, and the second refrigerant circulation passage is blocked. For this reason, the refrigerant discharged from the compressor 2 is led to the evaporator 7 through the outdoor heat exchanger 5 on the one hand, and is led to the evaporator 7 through the indoor condenser 3 on the other hand. At this time, the outdoor heat exchanger 5 functions as an outdoor condenser.

That is, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 is condensed by passing through the indoor condenser 3 on the one hand and the outdoor heat exchanger 5 on the other hand. Then, the refrigerant passing through the indoor condenser 3 is adiabatically expanded by the proportional valve 33, and is introduced into the evaporator 7 as a cold / low pressure gas-liquid two-phase refrigerant. Further, the refrigerant passing through the outdoor heat exchanger 5 is adiabatically expanded by the proportional valve 31 and is introduced into the evaporator 7 as a cold / low pressure gas-liquid two-phase refrigerant. And it evaporates in the process which passes the evaporator 7, and cools the air in a vehicle interior. At this time, the refrigerant derived from the evaporator 7 is introduced into the compressor 2 through the accumulator 8. The control unit controls the opening degree of the proportional valve 33 based on the temperature on the outlet side of the indoor condenser 3 so that the degree of supercooling on the outlet side becomes appropriate. The control unit also controls the opening degree of the proportional valve 31 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.

2 (C), during the specific heating operation, the proportional valve 34 of the first control valve 4 is closed and the proportional valve 37 is opened. Further, in the second control valve 6, the proportional valve 31 is closed, and the proportional valve 32 and the proportional valve 33 are opened. Furthermore, in the third control valve 9, both the proportional valve 35 and the proportional valve 36 are opened. 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 discharged from the compressor 2 is condensed by the indoor condenser 3 and led to the outdoor heat exchanger 5 on the one hand and to the evaporator 7 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 indoor condenser 3. On the other hand, the refrigerant derived from the indoor 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 indoor 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. At this time, the rate 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 degree of supercooling on the outlet side of the indoor condenser 3 to the set value SC by adjusting the degree of opening of the proportional valve 32 and the degree of opening of the proportional valve 33, and the degree of opening is adjusted. By adjusting, the amount of evaporation in both evaporators is adjusted. 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 other opening while maintaining one of the proportional valve 35 and the proportional valve 36 in the third control valve 9 in a fully opened state. In the present embodiment, when the temperature of the evaporator 7 is lower than that of the outdoor heat exchanger 5, the proportional valve 36 is fully opened to control the opening degree of the proportional valve 35. On the other hand, when the temperature of the outdoor heat exchanger 5 is lower than that of the evaporator 7, the proportional valve 35 is fully opened to control the opening degree of the proportional valve 36.

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 keeping the proportional valve 36 fully open. 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.

2D, during the normal heating operation, the proportional valve 34 of the first control valve 4 is closed and the proportional valve 37 is opened. Further, in the second control valve 6, the proportional valve 31 and the proportional valve 33 are closed, and the proportional valve 32 is opened. Further, in the third control valve 9, the proportional valve 35 is opened, and the proportional valve 36 is closed. Thereby, the first refrigerant circulation passage and the third refrigerant circulation passage are blocked, and the second refrigerant circulation passage is opened. For this reason, the refrigerant derived from the indoor condenser 3 is guided to the outdoor heat exchanger 5. 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 indoor condenser 3 so that the degree of supercooling on the outlet side becomes appropriate.

As shown in FIG. 2 (E), during the special heating operation, the proportional valve 34 of the first control valve 4 is closed and the proportional valve 37 is opened. In the second control valve 6, the proportional valve 31 and the proportional valve 32 are closed, and the proportional valve 33 is opened. Further, in the third control valve 9, the proportional valve 35 is closed, and the proportional valve 36 is opened. Thereby, the first refrigerant circulation passage and the second refrigerant circulation passage are blocked, and the third refrigerant circulation passage is opened. For this reason, the refrigerant led out from the indoor condenser 3 is led to the evaporator 7. 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.

Next, a specific configuration of the control valve of the present embodiment will be described.
3 to 5 are cross-sectional views showing the configuration and operation of the first control valve 4. As shown in FIG. 3, the first control valve 4 is configured as an electric valve driven by a stepping motor, and is configured by assembling a valve body 101 and a motor unit 102. The valve body 101 is configured such that a large-diameter proportional valve 34 and a large-diameter proportional valve 37 are accommodated coaxially in a bottomed cylindrical body 104. The 1st control valve 4 is comprised as a compound valve by which the opening degree of the other proportional valve is adjusted to a setting opening degree, maintaining the fully open state of one proportional valve.

An introduction port 110 is provided on one side of the body 104, and a first derivation port 112 and a second derivation port 114 are provided on the other side. The introduction port 110 communicates with the discharge chamber of the compressor 2, the first outlet port 112 communicates with the first passage 21, and the second outlet port 114 communicates with the second passage 22. That is, the body 104 is formed with a first internal passage that connects the introduction port 110 and the first outlet port 112, and a second internal passage that connects the introduction port 110 and the second outlet port 114.

A cylindrical partition member 116 is disposed in the upper half of the body 104. The partition member 116 is assembled concentrically to the body 104 via a seal member. A lower end portion of the partition member 116 forms a valve hole 120. A valve seat 122 is formed by the lower end opening edge of the valve hole 120. A communication hole that communicates the inside and the outside is provided on the surface of the partition member 116 that faces the first outlet port 112.

A stepped cylindrical partition member 124 is disposed at the upper end of the body 104. The partition member 124 partitions the interior of the valve body 101 and the interior of the motor unit 102. A circular boss-shaped bearing 126 is provided at the center of the upper end 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. A guide hole 128 is formed inward of the partition member 124, and an O-ring 130 as a seal member is fitted to the lower end portion thereof.

Inside the body 104, a valve driving body 132, a valve operating body 134, and a transmission member 136 are arranged coaxially. The valve drive body 132 has a stepped cylindrical shape, and is arranged so that a reduced diameter portion at the center in the axial direction passes through the valve hole 120. A common valve body 138 is provided at the lower end portion of the valve driver 132, and a guide portion 140 is provided at the upper end portion. That is, the common valve body 138 is disposed in the pressure chamber communicating with the introduction port 110 on the upstream side of the valve hole 120. On the other hand, the guide portion 140 is disposed in a pressure chamber communicating with the first outlet port 112 on the downstream side of the valve hole 120 and is slidably supported by the partition member 124.

The shared valve body 138 has a stepped columnar shape, and the first valve member 141 is fitted to the upper end portion thereof, and the second valve member 142 is fitted to the lower end portion thereof. Both the first valve member 141 and the second valve member 142 are made of an annular elastic body (rubber in this embodiment). A valve hole 144 is provided in a passage connecting the introduction port 110 and the second outlet port 114, and a valve seat 146 is formed at an upper end opening edge thereof. The first valve member 141 contacts and separates from the valve seat 122 to adjust the opening degree of the proportional valve 34. On the other hand, the second valve member 142 adjusts the opening degree of the proportional valve 37 by moving toward and away from the valve seat 146.

A plurality of legs (only one of them is shown in the figure) are extended at the lower end of the shared valve body 138 and supported while sliding in the valve hole 144. That is, the valve driver 132 is stabilized in the axial direction by sliding a plurality of legs at the lower end along the valve hole 144 and sliding the guide 140 at the upper end along the guide hole 128. Can work. A back pressure chamber 148 is formed between the guide part 140 and the partition member 124. In addition, a communication passage 150 that penetrates the common valve body 138 in the axial direction is formed. For this reason, the back pressure chamber 148 is always filled with the downstream pressure Pout2 derived from the second outlet port 114.

In this embodiment, the effective diameter A of the valve hole 120, the effective diameter B of the valve hole 144 (more precisely, the inner diameter of the O-ring 130), and the effective diameter C of the guide hole 128 are set equal. For this reason, the influence of the refrigerant pressure acting on the shared valve body 138 is cancelled. In particular, by providing the O-ring 130, the sealing performance of the sliding portion of the guide portion 140 is ensured, and dust or the like is prevented from being caught in the sliding portion.

The spring receiver 152 and the transmission member 136 are coaxially inserted inside the guide portion 140 of the valve driver 132. The spring receiver 152 has a disk shape, and a transmission member 136 passes through the center of the spring receiver 152. A spring 154 (functioning as an “urging member”) is interposed between the upper end opening of the guide portion 140 and the spring receiver 152. On the other hand, a disc-shaped spring receiver 156 is inserted inside the reduced diameter portion of the valve drive body 132. A spring 158 (functioning as an “urging member”) is interposed between the shared valve body 138 and the spring receiver 156.

The valve operating body 134 and the valve driving body 132 are configured to be operatively connectable via the transmission member 136. That is, the upper end portion of the transmission member 136 passes through the bottom portion of the valve operating body 134, and the tip end portion thereof is caulked outward and connected. A locking portion 160 protruding outward in the radial direction is provided on a side portion of the transmission member 136, and the locking portion 160 is locked to the spring receiver 152, so that the valve operating body 134, the valve driving body 132, Are configured so as to be integrally operable upward. Further, the lower end of the transmission member 136 is locked to the spring receiver 156 so that the valve operating body 134 and the valve driving body 132 can be integrally operated downward. When the proportional valve 34 and the proportional valve 37 are both open, the valve driver 132 and the valve actuating body 134 are integrally displaced while being stretched by the urging force of the springs 154 and 158 (see FIG. 4). If either one is closed, relative displacement in the axial direction is possible (see FIGS. 3 and 5).

The

springs

154 and 158 are set so that the load is larger than the sliding resistance between the valve driver 132 and the O-ring 130 (sliding force of the valve driver 132). As a result, the valve openings of the proportional valve 34 and the proportional valve 37 can be accurately controlled without contraction of the

springs

154 and 158 when the valve operating body 134 and the valve driving body 132 are operating integrally. Yes.

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 (four in this embodiment) of leg portions 153 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 the common valve body 138 is moved in the axial direction (the proportional valve 34 and the proportional valve 37 Drive in the opening and 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 104 and constitutes the body of the first control valve 4 together with the body 104.

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 153 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 common valve body 138 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 helical 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 is driven in the axial direction by the engagement portion 190 being guided along the guide portion 184. 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 locked at the bottom dead center. When the rotation stopper 188 is displaced upward and locked to the locking portion 186, the position becomes the top dead center.

The rotor 172 has an upper end portion rotatably supported by the shaft 182 and a lower end portion 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, and a portion of the cylindrical shaft 196 provided in the center of the end member 194 is a shaft 182. It is supported by. That is, the bearing portion 126 is a bearing portion on one end side, and the sliding portion of the shaft 182 with the cylindrical shaft 196 is a bearing portion on the other end side.

The first control valve 4 configured as described above functions as a stepping motor-operated control valve whose valve opening can be adjusted by drive control of the motor unit 102. Hereinafter, the operation will be described in detail.
In the flow control of the first control valve 4, a control unit (not shown) of the vehicle air conditioner calculates the number of driving steps of the stepping motor according to the set opening and supplies a driving current (driving pulse) to the exciting coil 171. . As a result, the rotor 172 rotates, and on the one hand, the valve operating body 134 is driven to rotate, and the opening degree of the proportional valve 34 and the proportional valve 37 is adjusted to the set opening degree, and on the other hand, the rotation stopper 188 is driven along the guide portion 184. By doing so, the operating range of each valve element is regulated.

FIG. 3 shows a case where the proportional valve 34 is fully opened and the proportional valve 37 is closed. The first control valve 4 takes such a state during, for example, a special cooling operation. Therefore, during the special cooling operation, the high-temperature gas refrigerant discharged from the compressor 2 is prevented from leaking to the indoor condenser 3.

FIG. 4 shows a case where both the proportional valve 34 and the proportional valve 37 are opened. The first control valve 4 can take such a state according to the situation, for example, during normal cooling operation. That is, when the rotor 172 is driven to rotate in one direction (forward rotation) from the state of FIG. 3, the valve driver 132 is displaced in the valve opening direction of the proportional valve 37, and is proportional to the proportional valve 34 as shown in FIG. Both valves 37 are opened. That is, the valve operating body 134 that rotates together with the rotor 172 is raised by the screw mechanism, and the valve operating body 134 moves the valve driving body 132 in a state where the transmission member 136 is locked to the spring receiver 152 by the locking portion 160. Displace it by lifting. FIG. 4 shows a state where both the proportional valve 34 and the proportional valve 37 are fully opened. The valve opening degree of the proportional valve 37 is adjusted by driving the common valve body 138 in a range between the position shown in FIG. 3 and the position shown in FIG. In such a state where the valve opening degree of the proportional valve 37 is adjusted, the fully open state of the proportional valve 34 is maintained. Here, the “fully opened state” means that the valve opening becomes large and the refrigerant flow rate is saturated.

FIG. 5 shows a case where the proportional valve 34 is closed and the proportional valve 37 is fully opened. The 1st control valve 4 takes such a state, for example at the time of heating operation. When the rotor 172 is further rotationally driven in the same direction from the state of FIG. 4, the valve driver 132 is displaced in the valve closing direction of the proportional valve 34, resulting in the state of FIG. 5. Therefore, the high-temperature gas refrigerant discharged from the compressor 2 is prevented from leaking to the outdoor heat exchanger 5 during the heating operation. Needless to say, the proportional valve 34 can be opened by rotationally driving the rotor 172 in the reverse direction from the state shown in FIG. The valve opening degree of the proportional valve 34 is adjusted by driving the common valve body 138 in a range between the position shown in FIG. 5 and the position shown in FIG.

FIG. 5 shows a state in which the rotor 172 has rotated a predetermined amount after the proportional valve 34 is closed. That is, even if the rotor 172 does not stop simultaneously with the valve closing of the proportional valve 34, the idler mechanism prevents the valve seat 122 from being applied with excessive surface pressure by separating the transmission member 136 from the spring receiver 156 as shown in the figure. Is provided. Similarly, FIG. 3 shows a state in which the rotor 172 has rotated a predetermined amount after the proportional valve 37 is closed. That is, even if the rotor 172 does not stop at the same time as the proportional valve 37 is closed, the idler mechanism prevents the valve seat 146 from being excessively pressurized by separating the transmission member 136 from the spring receiver 152 as shown. Is provided.

Thus, the proportional valve 34 and the proportional valve 37 are driven by the common motor unit 102, and the other is maintained in the fully opened state in the control state of one opening. Thereby, although it is a compound valve, the opening degree of one proportional valve can be accurately controlled.

FIG. 6 is a cross-sectional view illustrating the configuration of the second control valve 6. FIG. 7 is an enlarged cross-sectional view showing a portion of the valve body of the second control valve 6. In addition, in each figure, the same code | symbol is attached | subjected to the component substantially the same as the 1st control valve 4 shown in FIG.
As shown in FIG. 6, 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 two

motor units

102 and 202. The valve main body 201 accommodates the small-diameter proportional valve 31 and the small-diameter proportional valve 32 coaxially in a bottomed cylindrical body 204, and the small-diameter proportional valve 33 in a direction perpendicular to the axis thereof. It is configured to be assembled. The proportional valve 31 and the proportional valve 32 are driven by a common motor unit 102, and the proportional valve 33 is driven by another motor unit 202. The motor unit 202 has a configuration similar to that of the motor unit 102. The two

motor units

102 and 202 are assembled to the body 204 so that their axes are orthogonal to each other. The second control valve 6 is configured as a composite valve in which one of the proportional valve 31 and the proportional valve 32 is maintained in a closed state, and the other opening is adjusted to a set opening, and the composite valve and the proportional valve 33 is configured as a collective valve in which a common body 204 is incorporated.

On one side of the body 204, an introduction port 210, an introduction / exit port 212, and an outlet port 214 are provided. The introduction port 210 communicates with the indoor condenser 3 through the fourth passage 24, the introduction / exit port 212 communicates with the outdoor heat exchanger 5 through the third passage 23, and the outlet port 214 passes through the third passage 23. To the evaporator 7. That is, the body 204 includes a first internal passage connecting the introduction port 210 and the introduction / extraction port 212, a second internal passage connecting the introduction port 210 and the extraction port 214, and the introduction / extraction port 212 and the extraction port 214. A connecting third internal passage is formed. The first branch passage 25 and the second branch passage 26 are formed inside the body 204.

As shown in FIG. 7, a stepped cylindrical partition member 220 is assembled to the middle portion of the body 204 so as to extend vertically. A valve body 218 is inserted from above into the upper end opening of the partition member 220, and a valve body 224 is inserted from below into the lower end opening. Further, on the side surface of the partition member 220, a communication hole 226 that communicates with the introduction port 210 from above, a communication hole 228 that communicates with the introduction / exit port 212, and a communication hole 230 that communicates with the outlet port 214 are provided. A chamber 229 is formed between the lower end portion of the partition member 220 and the body 204. An O-ring for sealing is fitted between the communication hole 226 and the communication hole 228, between the communication hole 228 and the communication hole 230, and between the communication hole 230 and the chamber 229 on the outer peripheral surface of the partition member 220. Has been.

A valve hole 232 is formed in a passage connecting the communication hole 226 and the communication hole 228 in the partition member 220, and a valve seat 234 is formed by an upper end opening edge thereof. The valve hole 232 is configured to have a slightly smaller inner diameter than the upper end opening of the partition member 220. The opening degree of the proportional valve 32 is adjusted when the valve body 218 contacts and separates from the valve seat 234 from above. Further, a valve hole 236 is formed in a passage connecting the communication hole 228 and the communication hole 230 in the partition member 220, and a valve seat 238 is formed by the lower end opening edge thereof. The valve hole 236 has a slightly smaller inner diameter than the lower end opening of the partition member 220. The opening degree of the proportional valve 31 is adjusted when the valve body 224 contacts and separates from the valve seat 238 from below. In addition, the partition member 220 is provided with a plurality of through holes 240 parallel to the axis at positions shifted from the axis. One end of the through hole 240 communicates with the introduction port 210, and the other end communicates with the chamber 229. And the elongate transmission rod 242 is each arrange | positioned so that the some through-hole 240 may be penetrated. In the present embodiment, three through holes 240 and three transmission rods 242 are provided around the axis of the partition member 220 (only one is shown in the figure), but in the modified example, the through holes 240 and the transmission rods are provided. Two 242 may be provided.

Inside the body 204, a small-diameter valve body 218, a small-diameter valve body 224, and a valve operating body 134 are arranged coaxially. The valve body 218 and the valve body 224 are disposed to face each other along the axis. The valve body 218 has a stepped columnar shape, a lower half portion of the valve body 218 is slidably inserted into the upper end opening of the partition member 220, and a distal end portion thereof is disposed to face the valve seat 234. The valve body 218 is configured as a so-called needle valve body, and a sharp tip portion thereof is inserted into and extracted from the valve hole 232. Then, the opening degree of the proportional valve 32 is adjusted by the valve body 218 coming into contact with and separating from the valve seat 234. The upper half of the valve body 218 is slightly reduced in diameter and penetrates the bottom of the valve operating body 134, and its distal end is caulked outward to form a locking portion 235. Between the upper end portion of the valve operating body 134 and the locking portion 235, a spring 244 ("Appendix") biases the valve body 218 in the valve closing direction (direction in which the locking portion 235 is pressed against the bottom of the valve operating body 134). Functioning as a “force member”).

A disc-shaped partition member 124 is disposed at the upper end of the body 104. The partition member 124 partitions the interior of the valve body 101 and the interior of the motor unit 102. A bearing 126 is provided at the center of the partition member 124. A disk-shaped transmission member 246 is disposed between the partition member 124 and the partition member 220. A through hole is provided in the center of the transmission member 246, and the upper half of the valve body 218 passes through the through hole. The lower surface of the transmission member 246 is in contact with the upper end surface of the transmission rod 242. On the other hand, a spring 248 that biases the transmission member 246 downward is interposed between the transmission member 246 and the partition member 124. With such a configuration, the urging force acting on the transmission member 246 is transmitted downward through the transmission rod 242.

The valve body 224 has a stepped columnar shape, is slidably inserted into the lower end opening of the partition member 220, and the upper end thereof is disposed to face the valve seat 238. An O-ring 251 as a seal member is fitted on the outer peripheral surface of the valve body 224. The valve body 224 is configured as a so-called needle valve body, and a sharp tip portion thereof is inserted into and extracted from the valve hole 236. Then, the opening degree of the proportional valve 31 is adjusted when the valve body 224 contacts and separates from the valve seat 238. A flange portion 249 extending outward in the radial direction is provided at the lower end portion of the valve body 224 and is disposed in the chamber 229. The upper surface of the flange portion 249 is in contact with the lower end surface of the transmission rod 242. On the other hand, a spring 250 (functioning as an “urging member”) for biasing the valve body 224 in the valve closing direction is interposed between the lower surface of the flange portion 249 and the bottom portion of the body 204. With such a configuration, the transmission force by the transmission rod 242 is transmitted to the valve body 224.

On the other hand, a proportional valve 33 is incorporated in the lower half of the body 204 from the side. The proportional valve 33 has a structure approximate to that of the proportional valve 32. That is, a stepped cylindrical partition member 260 is assembled to the lower half of the body 204 so as to extend to the left and right. The partition member 260 has a structure in which the upper half of the partition member 220 and the partition member 124 are integrated. A valve body 262 and a valve operating body 134 are coaxially inserted into the partition member 260. Further, the partition member 260 is provided with a communication hole 264 communicating with the introduction port 210 and a communication hole 266 communicating with the outlet port 214.

A valve hole 268 is formed in a passage connecting the communication hole 264 and the communication hole 266 in the partition member 260, and a valve seat 270 is formed by an opening edge thereof. The opening degree of the proportional valve 33 is adjusted when the valve hole 268 contacts and separates from the valve seat 270. The valve body 262 has a stepped columnar shape, and one end side of the valve body 262 is slidably inserted into the partition member 260, and a tip end portion thereof is disposed to face the valve seat 270. The valve body 262 is configured as a so-called needle valve body, and a sharp tip portion is inserted into and removed from the valve hole 268. Then, when the valve body 262 is attached to and detached from the valve seat 270, the proportional valve 33 is opened and closed. The other end side of the valve body 262 is slightly reduced in diameter and penetrates the bottom portion of the valve operating body 134, and its distal end portion is caulked outward to form a locking portion 235. A spring 244 that biases the valve body 262 in the valve closing direction is interposed between the upper end portion of the valve operating body 134 and the locking portion 235.

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 units

102 and 202. That is, for example, when the proportional valve 31 is closed, the proportional valve 32 is opened, and the proportional valve 33 is closed, for example, during normal heating operation, the states shown in FIGS. At this time, since the valve operating body 134 is separated from the transmission member 246, the driving force of the motor unit 102 is not transmitted to the valve body 224. On the other hand, the engaging portion 235 is pressed against the bottom of the valve operating body 134 by the urging force of the spring 244, and the valve body 218 is located at the bottom dead center with respect to the valve operating body 134. Acts on the valve body 218 as it is. As a result, the valve body 218 is displaced according to the rotation amount of the rotor 172, and the proportional valve 32 is controlled to the set opening degree. That is, the opening degree of the proportional valve 32 is adjusted by driving the valve body 218 in a range between the fully open state and the fully closed position.

On the other hand, when the proportional valve 31 is closed and the proportional valve 32 and the proportional valve 33 are opened, such as during specific heating operation, the rotor 172 of the motor unit 202 is driven to rotate in one direction from the state shown in FIG. ). As a result, the valve body 262 is separated from the valve seat 270, and the proportional valve 33 is opened. The valve body 262 is displaced according to the rotation amount of the rotor 172, and the proportional valve 33 is controlled to the set opening degree. That is, the opening degree of the proportional valve 33 is adjusted by driving the valve body 262 in a range between the fully open state and the fully closed position.

When both the proportional valve 31 and the proportional valve 32 are closed and the proportional valve 33 is opened, such as during special heating operation, the rotor 172 of the motor unit 102 is driven to rotate in one direction from the state shown in FIG. ) Thereby, the valve operating body 134 that rotates together with the rotor 172 is lowered by the screw mechanism, the valve body 218 is seated on the valve seat 234, and the proportional valve 32 is closed. At this time, by stopping the rotation of the rotor 172 until the valve operating body 134 contacts the transmission member 246, the proportional valve 31 can also be kept closed. When the valve body 218 is seated on the valve seat 234, the valve body 218 can be relatively displaced with respect to the valve operating body 134 by pressing and contracting the spring 244 by the reaction force. It is not over-pressed against. Further, the rotor 172 of the motor unit 202 is rotationally driven (normally rotated) in one direction from the state shown in FIG. As a result, the valve body 262 is separated from the valve seat 270, and the proportional valve 33 is opened. The valve body 262 is displaced according to the rotation amount of the rotor 172, and the proportional valve 33 is controlled to the set opening degree. That is, the opening degree of the proportional valve 33 is adjusted by driving the valve body 262 in a range between the fully open state and the fully closed position.

When the proportional valve 31 is opened, the proportional valve 32 is closed, and the proportional valve 33 is opened, such as during normal cooling operation, the rotor 172 of the motor unit 102 is further rotated in the same direction. Thereby, the driving force by the motor unit 102 is transmitted to the valve body 224 via the valve operating body 134, the transmission member 246, and the transmission rod 242, the valve body 224 is pushed down, and the proportional valve 31 is opened. That is, the opening degree of the proportional valve 31 is adjusted by driving the valve body 224 in a range between the fully closed state and the fully opened position.

When the proportional valve 31 is opened and the proportional valve 32 and the proportional valve 33 are closed such as during special cooling operation, the rotor 172 of the motor unit 202 is rotationally driven (reversely rotated) in the other direction. Thereby, the proportional valve 33 is returned to the closed state of FIG.

Thus, the proportional valve 31 and the proportional valve 32 are driven by the shared motor unit 102, and the other is maintained in the closed state in the control state of one opening. Thereby, although it is a compound valve, the opening degree of one proportional valve can be accurately controlled. On the other hand, since the proportional valve 33 is driven by an individual motor unit 202, the valve opening degree can be controlled independently of the proportional valve 31 and the proportional valve 32.

8 to 10 are cross-sectional views showing the configuration and operation of the third control valve 9. In addition, in each figure, the same code | symbol is attached | subjected to the component substantially the same as the 1st control valve 4 shown in FIG. As shown in FIG. 8, the third control valve 9 is configured as an electric valve driven by a stepping motor, and is configured by assembling a valve body 301 and a motor unit 102. The valve main body 301 is configured by coaxially housing a large-diameter proportional valve 35 and a large-diameter proportional valve 36 in a bottomed cylindrical body 304, while maintaining the fully open state of one valve. It is comprised as a proportional valve which adjusts the opening degree of to a set opening degree.

A first introduction port 310 and a second introduction port 312 are provided on one side of the body 304, and a lead-out port 314 is provided on the other side. The first introduction port 310 communicates with the fifth passage 27, the second introduction port 312 communicates with the bypass passage 28, and the outlet port 314 communicates with the downstream passage. The downstream passage is connected to the inlet of the accumulator 8. That is, the body 304 is formed with a first internal passage that connects the first introduction port 310 and the outlet port 314 and a second internal passage that connects the second introduction port 312 and the outlet port 314.

The body 304 has a hole shape in which the inner diameters of the upper part, the central part, and the lower part gradually decrease from the upper end opening part toward the bottom part. A port 314 is provided, and a first introduction port 310 is provided at the bottom. A valve hole 320 is provided in the lower upper opening, and a valve seat 325 is formed by the upper opening edge.

A cylindrical partition member 330 is inserted in the upper part of the body 304. The partition member 330 is assembled concentrically with the body 304, and a communication hole that communicates the inside and the outside is formed on the surface facing the second introduction port 312. An O-ring 322 as a seal member is provided so as to be sandwiched between the lower end surface of the partition member 330 and the body 304.

A disc-shaped partition member 323 is disposed at the upper end of the body 304. The partition member 323 partitions the inside of the valve main body 301 and the inside of the motor unit 102. A bearing 126 is provided at the center of the partition member 323. On the lower surface of the partition member 323, a ring-shaped valve seat member 336 is fitted and a guide member 338 is fixed. The guide member 338 is configured such that a plurality of leg portions (three in this embodiment) are concentrically provided on the body 304. Since the bottom portion of the guide member 338 partially overlaps the valve seat member 336, the valve seat member 336 is prevented from falling off.

Inside the body 304, a valve driving body 340, a valve operating body 134, and a transmission rod 345 are disposed coaxially (on the same axis). A female thread portion is provided on the inner peripheral surface of the bearing portion 126 of the partition member 323. A transmission rod 345 is connected to the lower end portion of the valve operating body 134. The valve driver 340 has a stepped cylindrical shape, and a large-diameter valve body portion 342 and a large-diameter guide portion 344 are integrally provided via a small-diameter reduced-diameter portion 346.

The valve body portion 342 integrally includes a first valve body 350 provided at the upper end opening and a second valve body 352 provided at the lower end. The opening degree of the proportional valve 35 is adjusted by the first valve body 350 coming into contact with and separating from the valve seat member 336. Further, the opening degree of the proportional valve 36 is adjusted by the second valve body 352 coming into contact with and separating from the valve seat 325. A communication hole is provided in the side portion of the valve body portion 342 to communicate the inside with the outlet port 314. Sealing of the outer peripheral portion of the valve body portion 342 is realized by an O-ring 322. The O-ring 322 constitutes a guide part that supports the valve body part 342 in a slidable manner. The guide portion 344 has a disc shape, and an outer peripheral surface thereof is slidably supported on a lower inner peripheral surface of the body 304. That is, a lower portion of the body 304 forms a guide hole 347 that supports the guide portion 344 so as to be slidable. The reduced diameter portion 346 is disposed so as to penetrate the valve hole 320.

The transmission rod 345 has a stepped columnar shape and penetrates the valve driver 340 in the axial direction. The upper end portion of the transmission rod 345 is reduced in diameter and penetrates the bottom portion of the valve operating body 134, and the distal end portion thereof is caulked outward to form a locking portion 355. A spring 348 (functioning as an “urging member”) that biases the transmission rod 345 upward is interposed between the bottom of the valve operating body 134 and the locking portion 355. For this reason, in a normal state, as shown in the figure, the valve operating body 134 and the transmission rod 345 are in an integrated state by locking each other.

The lower half of the transmission rod 345 is reduced in diameter and penetrates the reduced diameter portion 346 of the valve driver 340, and its tip is crimped outward in the radial direction to form a locking portion. Between the base end of the lower half part of the transmission rod 345 and the second valve body 352, a spring 349 (functioning as an “urging member”) that biases the valve driving body 340 downward is interposed. . For this reason, in a normal state, as shown in the figure, the transmission rod 345 and the valve drive body 340 are integrated with each other locked together.

The

springs

348 and 349 are set such that the load is larger than the sliding resistance between the valve driver 340 and the O-ring 322 (sliding force of the valve driver 340). Thereby, when the valve operating body 134 and the valve driving body 340 are operating integrally, the valve openings of the proportional valve 35 and the proportional valve 36 can be accurately controlled without contracting the

springs

348 and 349. Yes.

Here, in the present embodiment, the effective diameter A of the valve portion of the first valve body 350 and the effective diameter B of the sliding portion of the valve driver 340 are set equal, and the effective diameter C of the valve hole 320 is Since the effective diameter D of the guide hole 347 is set equal, the influence of the refrigerant pressure acting on the valve driver 340 is substantially canceled. Therefore, an excessive load is not applied to the motor unit 102 due to a change in the refrigerant pressure, and the valve opening degree can be controlled stably.

The third control valve 9 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 proportional valve 35 is closed and the proportional valve 36 is fully opened according to the operating state of the vehicle air conditioner, the state shown in FIG. 8 is obtained. The third control valve 9 takes such a state during, for example, a special cooling operation, a normal cooling operation, a special heating operation, and the like.

On the other hand, when adjusting the opening degree of the proportional valve 35 or the proportional valve 36, the rotor 172 is driven to rotate in one direction (forward rotation) from the state shown in FIG. Accordingly, as shown in FIG. 9, the valve operating body 134 that rotates together with the rotor 172 is lowered by the screw mechanism and displaced so as to push down the valve driving body 340 (that is, the first valve body 350 and the second valve body 352). Thus, the proportional valve 35 is opened. FIG. 9 shows a neutral state in which both the proportional valve 35 and the proportional valve 36 are fully opened. However, by reducing the opening degree of one of them and controlling the opening degree, it is made smaller. The flow rate of the refrigerant flowing through the side valve can be adjusted. At this time, the flow rate of the refrigerant in the valve on the side where the opening is increased is saturated even if the opening is increased, and the valve is maintained in a fully opened state which is not substantially different from the state shown in FIG. That is, the opening degree of the proportional valve 35 is adjusted by driving the first valve body 350 in a range between the fully closed state shown in FIG. 8 and the fully opened position shown in FIG.

Further, when adjusting the opening degree of the proportional valve 36, the rotor 172 is further rotated in the same direction from the state shown in FIG. Accordingly, as shown in FIG. 10, the valve driver 340 is further pushed down, the second valve body 352 operates in a direction closer to the valve seat 325, and the opening degree of the proportional valve 36 is adjusted. At this time, the first valve body 350 is further driven in the valve opening direction from the state shown in FIG. 9, but the proportional valve 35 is in a saturated state even when the opening degree is increased, and the state shown in FIG. The fully open state is maintained substantially unchanged. When the proportional valve 36 is closed, the rotor 172 may be further rotated in the same direction from the state shown in FIG. That is, the opening degree of the proportional valve 36 is adjusted by driving the second valve body 352 in a range between the fully closed state and the fully opened position shown in FIG.

In the present embodiment, even if the rotor 172 does not stop simultaneously with the closing of the proportional valve 36, the spring 349 is compressed and the transmission rod 345 is displaced relative to the valve driver 340, so that the valve seat 325 is displaced. A play mechanism is provided to prevent excessive surface pressure from being applied. Similarly, even if the rotor 172 does not stop simultaneously with the closing of the proportional valve 35, the spring 348 is compressed and the valve actuator 134 is displaced relative to the transmission rod 345, so that the valve seat 336 has an excessive surface. A play mechanism is provided to prevent pressure from being applied.

In this embodiment, as shown in the figure, the proportional valve 35 is provided with a valve seat member 336 and an O-ring 322 to ensure the sealing performance when the valve is closed. It is not a simple configuration. This is because, as shown in FIG. 2D, the proportional valve 36 is normally closed only during heating operation. In this case, the evaporator 7 is in a dormant state as shown in FIG. This is because the proportional valve 31 and the proportional valve 33 are in the closed state, so that the refrigerant does not substantially flow into the proportional valve 36. In addition, this operation is performed when the outdoor heat exchanger 5 is at a low pressure in a low temperature state, and therefore there is little fear of backflow from the outdoor heat exchanger 5 side. By providing the O-ring 322 only on the proportional valve 35 side and not on the proportional valve 36 side in this way, sliding resistance from the seal member acting on the valve driver 340 can be suppressed. There is also an advantage that it is not necessary to apply an excessive load to the motor unit 102.

Thus, the proportional valve 35 and the proportional valve 36 are driven by the common motor unit 102, and the other fully opened state is maintained in the control state of one opening. Thereby, although it is a compound valve, the opening degree of one proportional valve can be accurately controlled.

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.

In the said embodiment, the example which comprises the 1st control valve 4, the 2nd control valve 6, and the 3rd control valve 9 as a compound valve provided with a common body and a common motor unit with respect to each of several proportional valves is shown. It was. In a modified example, each of the proportional valves 31 to 37 may be independently configured as a control valve including an individual body and a motor unit. Moreover, although the example which employ | adopts a stepping motor as an actuator was shown in the said embodiment, you may comprise the actuator of at least any one composite valve by a solenoid etc. When each of the proportional valves 31 to 37 is configured independently, the actuator of at least one of the proportional valves may be configured by a solenoid or the like.

In the above embodiment, as shown in FIG. 6, the configuration example in which the proportional valve 33 is assembled in the direction perpendicular to the proportional valve 31 and the proportional valve 32 is shown as the second control valve 6. In the modification, the proportional valve 33 may be assembled in parallel with the proportional valve 31 and the proportional valve 32. Accordingly, the motor unit 102 and the motor unit 202 may be assembled to a common body so that the axes thereof are parallel to each other. That is, you may change the structure of the collective valve as the 2nd control valve 6 according to the installation space in a vehicle.

In the said embodiment, as the vehicle air conditioner 100, the indoor condenser 3 and the outdoor heat exchanger 5 are comprised so that it can operate | move in parallel as a condenser, and the evaporator 7 and the outdoor heat exchanger 5 are evaporators. As shown in FIG. In a modification, it is good also as a system configuration different from this. FIG. 11 is a diagram illustrating a system configuration of a vehicle air conditioning apparatus according to a modification. In the figure, the same components as those in the embodiment shown in FIG.

That is, as shown in FIG. 11, the indoor condenser 3 and the outdoor heat exchanger 5 are configured to operate in series as a condenser, and the evaporator 7 and the outdoor heat exchanger 5 are arranged in parallel as an evaporator. It is good also as the vehicle air conditioning apparatus 200 comprised so that operation | movement is possible. In the vehicle air conditioner 200, the first refrigerant circulation passage through which the refrigerant circulates during the cooling operation (dehumidification), the second refrigerant circulation passage through which the refrigerant circulates during the heating operation, and the third refrigerant circulates during the dehumidification during the heating operation. A refrigerant circulation passage is formed.

The first refrigerant circulation passage is a passage through which the refrigerant circulates, such as compressor 2 → indoor 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 → indoor 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 indoor 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 indoor condenser 3 via the first passage 221, and the outlet of the indoor condenser 3 is connected to one of the outdoor heat exchangers 5 via the second passage 222. 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 fifth passage 27. The first passage 221, the second passage 222, the third passage 23, and the fifth passage 27 form a first refrigerant circulation passage.

In the second passage 222, a first branch point, a second branch point, and a third branch point are provided from the indoor condenser 3 side. That is, the second passage 222 branches to the bypass passage 225 at the first branch point, branches to the bypass passage 223 at the second branch point, and branches to the bypass passage 28 at the third branch point. Then, by connecting the bypass passage 225 to the third passage 23, the third refrigerant that can supply at least a part of the refrigerant derived from the indoor condenser 3 to the evaporator 7 by bypassing the outdoor heat exchanger 5. A circulation passage is formed. Further, the bypass passage 223 is connected to the other entrance / exit of the outdoor heat exchanger 5, and the bypass passage 28 is connected to the entrance of the accumulator 8, thereby forming a second refrigerant circulation passage.

A first control valve 404 is provided between the outlet of the indoor condenser 3 and one inlet / outlet of the outdoor heat exchanger 5. A second control valve 406 is provided between the other inlet / outlet of the outdoor heat exchanger 5 and the inlet of the evaporator 7. Further, a third control valve 9 is provided between one inlet / outlet of the outdoor heat exchanger 5 and the outlet of the evaporator 7. The first control valve 404 is configured as a composite valve including a common body and a common motor unit for the proportional valve 32 and the proportional valve 34. The second control valve 406 is configured as a composite valve including a common body and a common motor unit for the proportional valve 31 and the proportional valve 33. The third control valve 9 is the same as in the above embodiment. In another modified example, each of the proportional valves 31 to 36 of this modified example may be configured independently as a control valve including an individual body and a motor unit.

In the above embodiment, an example in which the vehicle air conditioning apparatus of the present invention is applied to an electric vehicle has been shown. However, the present invention can be provided to a vehicle equipped with an internal combustion engine or a hybrid vehicle equipped with an internal combustion engine and an electric motor. Needless to say. In the above-described embodiment, an example in which an electric compressor is employed as the compressor 2 has been described. However, a variable capacity compressor that performs variable capacity by utilizing the rotation of the engine can also be employed.

In the above embodiment, an example in which an indoor condenser is provided as an auxiliary condenser has been described. In a modification, the auxiliary condenser may be configured as a heat exchanger provided separately from the outdoor heat exchanger. The heat exchanger may be disposed outside the passenger compartment, for example, and may perform heat exchange using cooling water (such as brine). Specifically, for example, a heat exchanger is provided between the first control valve 4 and the second control valve 6 in FIG. 1, while a radiator is disposed in the passenger compartment, and the heat exchanger and the radiator are cooled. It may be connected by a water circulation circuit. Alternatively, a heat exchanger is provided between the branch point to the bypass passage 225 in FIG. 11 and the compressor 2, while a radiator is disposed in the passenger compartment, and the heat exchanger and the radiator are connected to a cooling water circulation circuit. You may connect with. A pump for pumping cooling water may be provided in the circulation circuit. If it does in this way, heat exchange can be performed between the high-temperature refrigerant | coolant which goes to the 1st control valve 4 from the compressor 2, and the cooling water which circulates through a circulation circuit. Even in such a configuration, the refrigerant discharged from the compressor 2 can be condensed and circulated by the heat exchanger.

2 compressor, 3 indoor condenser, 4 first control valve, 5 outdoor heat exchanger, 6 second control valve, 7 evaporator, 8 accumulator, 9 third control valve, 31, 32, 33, 34, 35, 36, 37 proportional valve, 100 vehicle air conditioning unit, 101 valve body, 102 motor unit, 104 body, 110 introduction port, 112 first derivation port, 114 second derivation port, 120 valve hole, 122 valve seat, 132 valve drive Body, 134 valve actuating body, 136 transmission member, 138 shared valve body, 140 guide section, 144 valve hole, 146 valve seat, 148 back pressure chamber, 172 rotor, 173 stator, 200 vehicle air conditioner, 201 valve body, 202 Motor unit, 204 body 210 inlet port, 212 inlet port, 214 outlet port, 218,224 valve body, 232 valve hole, 234 valve seat, 236 valve hole, 238 valve seat, 242 transmission rod, 244 spring, 246 transmission member, 262 valve body, 268 valve hole, 270 valve seat, 301 valve body, 304 body, 310 first introduction port, 312 second introduction port, 314 deriving port, 320 valve hole, 325 valve seat, 340 valve driver, 342 valve body part, 344 Guide part, 345 transmission rod, 350 first valve body, 352 second valve body, 404 first control valve, 406 second control valve.

Claims

A compressor that compresses and discharges the refrigerant;
An outdoor heat exchanger that is arranged outside the passenger compartment and functions as an outdoor condenser that dissipates the refrigerant during cooling operation, while functioning as an outdoor evaporator that evaporates the refrigerant during heating operation;
An indoor evaporator disposed in the passenger compartment to evaporate the refrigerant;
An auxiliary condenser for radiating the refrigerant separately from the outdoor heat exchanger;
A plurality of refrigerant circulation passages in which any condenser and any evaporator are arranged, and the combination of the condenser and the evaporator is different.
A plurality of expansion devices that are arranged one by one between the condenser and the evaporator in each refrigerant circulation passage, can expand the refrigerant introduced from the condenser, and can be led out to the evaporator;
A vehicle air-conditioning / heating device comprising:
A first refrigerant circulation passage capable of circulating so that the refrigerant discharged from the compressor returns to the compressor via the outdoor condenser and the indoor evaporator in sequence,
A second refrigerant circulation passage capable of circulating so that the refrigerant discharged from the compressor returns to the compressor via the auxiliary condenser and the outdoor evaporator in order,
A third refrigerant circulation passage capable of circulating so that the refrigerant discharged from the compressor returns to the compressor via the auxiliary condenser and the indoor evaporator in order,
A first proportional valve provided as the expansion device in the first refrigerant circulation passage, the valve opening of which can be set electrically;
A second proportional valve provided as the expansion device in the second refrigerant circulation passage, the valve opening of which can be set electrically;
A third proportional valve provided as the expansion device in the third refrigerant circulation passage, the valve opening of which can be set electrically;
The vehicle air conditioning apparatus according to claim 1, comprising:
A fourth proportional valve provided between the compressor and the outdoor condenser in the first refrigerant circulation passage, the valve opening of which can be electrically set;
A fifth proportional valve provided between the outdoor evaporator and the compressor in the second refrigerant circulation passage, the valve opening of which can be electrically set;
A sixth proportional valve provided between the indoor evaporator and the compressor in the third refrigerant circulation passage, the valve opening of which can be electrically set;
Further comprising
The first proportional valve, the second proportional valve, the third proportional valve, the fourth proportional valve, the fifth proportional valve, and the sixth proportional valve are all control valves driven by a stepping motor. The vehicle air conditioning apparatus according to claim 2.
4. The vehicle according to claim 3, wherein a passage connecting the compressor and the auxiliary condenser in the second refrigerant circulation passage is configured as a common passage shared with the third refrigerant circulation passage. 5. Air conditioning unit.
The vehicle air conditioner according to claim 4, further comprising a seventh proportional valve provided in the common passage, the valve opening of which can be set electrically, and driven by a stepping motor.
A shared body for housing the fourth proportional valve and the seventh proportional valve; a shared stepping motor for electrically adjusting the opening of the fourth proportional valve and the seventh proportional valve; and the stepping 6. A composite valve having an operation switching mechanism capable of maintaining the other of the fourth proportional valve and the seventh proportional valve in a controlled state of one opening degree by a motor and maintaining the other in a fully opened state. The vehicle air conditioning apparatus as described.
A shared body that houses the fifth proportional valve and the sixth proportional valve; a shared stepping motor for electrically adjusting the opening of the fifth proportional valve and the sixth proportional valve; and the stepping 6. A composite valve comprising: an operation switching mechanism capable of maintaining the other of the fifth proportional valve and the sixth proportional valve controlled by a motor in a fully open state in a controlled state of one of the opening degrees. The vehicle air conditioning apparatus according to claim 6.
A shared body for housing the first proportional valve and the second proportional valve; a shared stepping motor for electrically adjusting the opening of the first proportional valve and the second proportional valve; and the stepping 3. A composite valve having an operation switching mechanism capable of maintaining the other valve closed in a state in which one of the first proportional valve and the second proportional valve is controlled by a motor. 8. The vehicle air conditioning apparatus according to any one of 1 to 7.