JP2004028488A - Valve gear used for refrigeration cycle device - Google Patents

Valve gear used for refrigeration cycle device Download PDF

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JP2004028488A
JP2004028488A JP2002187765A JP2002187765A JP2004028488A JP 2004028488 A JP2004028488 A JP 2004028488A JP 2002187765 A JP2002187765 A JP 2002187765A JP 2002187765 A JP2002187765 A JP 2002187765A JP 2004028488 A JP2004028488 A JP 2004028488A
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passage
heating
valve
refrigerant
hot gas
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JP4062988B2 (en
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Yasuhiro Yamamoto
山本　康弘
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Denso Corp
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Denso Corp
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  • Details Of Valves (AREA)
  • Compression-Type Refrigeration Machines With Reversible Cycles (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To reduce cooling medium passing noise in a heating mode, in a valve gear of a refrigeration cycle for a vehicle for switching between the heating mode where gas cooling medium on the compression discharge side is introduced directly to an evaporator to radiate heat and a cooling mode where a low pressure cooling medium is evaporated by the evaporator to cool air. <P>SOLUTION: A hot gas bypass passage 18 is disposed in a housing member 140 having valve means 15 and 16 for switching cooling medium flow between the cooling mode and the heating mode. The hot gas bypass passage 18 is arranged orthogonally to the direction of a throttle passage on the throttle passage outlet side of a decompressing device 17 for heating. The distance L from the throttle passage outlet end of the decompressing device 17 to a facing wall surface 18a of the hot gas bypass passage 18 facing to the outlet end is set two or more times longer than the diameter d of the throttle passage of the decompressing device 17. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、暖房時には圧縮機吐出ガス冷媒（ホットガス）を凝縮器側をバイパスして蒸発器に直接導入することにより、蒸発器をガス冷媒の放熱器として使用するホットガスヒータ機能を持った冷凍サイクル装置に用いる弁装置に関するものである。
【０００２】
【従来の技術】
従来、車両用空調装置では冬期暖房時に温水（エンジン冷却水）を暖房用熱交換器に循環させ、この暖房用熱交換器にて温水を熱源として空調空気を加熱するようにしている。この場合、温水温度が低いときには車室内への吹出空気温度が低下して必要な暖房能力が得られない場合がある。
【０００３】
そこで、特開平５−２２３３５７号公報等において、ホットガスバイパスにより暖房機能を発揮できる冷凍サイクル装置が提案されている。この従来装置では、圧縮機の吐出側を凝縮器等をバイパスして蒸発器の入口側に直接接続するホットガスバイパス通路を設けるとともに、このホットガスバイパス通路に暖房用減圧装置を設け、さらに、凝縮器入口側への冷媒通路およびホットガスバイパス通路を開閉する冷房用電磁弁と暖房用電磁弁を設けている。
【０００４】
車室内の空調ユニット内には、蒸発器の下流側に温水式の暖房用ヒータコアが配置されており、そして、冬期暖房時において、暖房用ヒータコアに循環する温水温度が所定温度より低いとき（エンジンの始動暖機時等）には、冷房用電磁弁を閉じて暖房用電磁弁を開くことにより、圧縮機の高温吐出ガス冷媒（ホットガス）をホットガスバイパス通路に流入させる。
【０００５】
そして、このホットガスをホットガスバイパス通路の暖房用減圧装置にて減圧した後に蒸発器に直接導入することにより、蒸発器でガス冷媒から空調空気に放熱することにより、暖房機能を発揮できるようにしている。
【０００６】
上記従来技術によると、冷房モードと暖房モードの冷媒流路を切り替えるために、冷房用と暖房用の２つの電磁弁を用いており、更に、暖房モード時にホットガスバイパス通路の冷媒が凝縮器側へ流入することを防止する逆止弁を冷房用、暖房用電磁弁とは別途独立に構成している。
【０００７】
従って、冷房モードのみを実施する通常の車両用冷凍サイクル装置に対して、２つの電磁弁および逆止弁を追加設置する必要があり、部品点数の増加によるコストアップを招く。
【０００８】
そこで、本出願人においては、先に、特願２００１−１５６０３３号の特許出願において、ホットガスヒータ機能を持った車両用冷凍サイクル装置の弁装置部を簡素化するための構成を提案している。
【０００９】
図１３は上記先願の弁装置１４部分の概略断面図であり、弁装置１４の１つのハウジング部材１４０の内部に冷房用電磁弁１５、暖房用差圧弁１６、暖房用減圧装置１７、逆止弁２１等の要素を一体に構成して、弁装置部の簡素化を図っている。
【００１０】
【発明が解決しようとする課題】
ところが、本発明者らの実験検討によると、弁装置部の一体化に伴うホットガスバイパス通路構成の制約から冷媒通過音が増大することが判明した。これを図１３に基づいて具体的に説明すると、図１３は暖房モード時の冷媒流れ状態を示しており、冷房用電磁弁１５が閉弁することにより、圧縮機１０の吐出側と凝縮器１９の入口側との間の高圧通路４５を遮断している。
【００１１】
これにより、暖房用差圧弁１６の弁体１６ａ前後の第１室６０と第２室６１との間に圧力差が発生し、この圧力差により弁体１６ａがばね１６ｃのばね力に抗して図１３の開弁位置に変位して、暖房用減圧装置１７の通路を開口している。
【００１２】
ここで、暖房用減圧装置１７はホットガスバイパス通路１８の入口部に位置する絞り通路（固定絞り）により構成されており、そして、暖房用減圧装置１７の絞り通路に対してホットガスバイパス通路１８は直角方向に配置している。
【００１３】
この直角状の通路配置は、暖房用差圧弁１６の弁体作動方向を冷房用電磁弁１５および逆止弁２１の弁体作動方向と同一方向（図１３の上下方向）に統一し、且つ、弁装置１４における外部冷媒通路との接続部（第１〜第４通路４１〜４４）の通路方向を弁体作動方向と直角方向に統一するために採用している。
【００１４】
上記の直角状の通路配置によると、暖房用減圧装置１７の絞り通路で急激に減圧されて絞り通路から高速度で噴出するガス噴出流が、その噴出直後にホットガスバイパス通路１８の対向壁面１８ａに高速度で衝突する。また、暖房用減圧装置１７の絞り通路からホットガスバイパス通路１８への直角流れにより、冷媒流れの乱流（渦流）が生じる。
【００１５】
本発明者らの実験検討によると、上記衝突エネルギーと上記乱流が原因となって、暖房モード時の冷媒通過音が増大することが判明した。
【００１６】
本発明は上記点に鑑みて案出されたもので、圧縮吐出側のガス冷媒を暖房用減圧装置により減圧するとともにこの減圧後のガス冷媒をホットガスバイパス通路により蒸発器に直接導入して放熱させる暖房モードと、蒸発器にて低圧冷媒が蒸発して空気を冷却する冷房モードとを切り替える車両用冷凍サイクル装置の弁装置において、暖房モード時に暖房用減圧装置から高速度で噴出するガス噴出流に起因する冷媒通過音を低減することを目的とする。
【００１７】
【課題を解決するための手段】
上記目的を達成するため、請求項１に記載の発明では、冷房用減圧装置（２０）にて減圧された低圧冷媒が蒸発器（２８）で蒸発して空気を冷却する冷房モードと、圧縮機（１０）吐出側のガス冷媒を蒸発器（２８）に直接導入して蒸発器（２８）で放熱させる暖房モードとを切り替える冷凍サイクル装置に用いる弁装置において、
ハウジング部材（１４０）と、ハウジング部材（１４０）に設けられ、冷房モードと暖房モードとの冷媒流れを切り替える弁手段（１５、１６）と、ハウジング部材（１４０）に設けられ、暖房モード時に圧縮機（１０）吐出側のガス冷媒が蒸発器（２８）の入口側に向かって流れるホットガスバイパス通路（１８）と、ハウジング部材（１４０）に設けられ、ホットガスバイパス通路（１８）を通過するガス冷媒を減圧する暖房用減圧装置（１７）とを備え、
暖房用減圧装置（１７）の絞り通路出口側に、ホットガスバイパス通路（１８）が絞り通路の方向と所定角度で曲がるように配置され、暖房用減圧装置（１７）の絞り通路出口端から、この出口端に対向するホットガスバイパス通路（１８）の対向壁面（１８ａ）までの距離（Ｌ）を、暖房用減圧装置（１７）の絞り通路径（ｄ）の２倍以上としたことを特徴とする。
【００１８】
このように、距離（Ｌ）を暖房用減圧装置（１７）の絞り通路径（ｄ）の２倍以上にすることにより、暖房用減圧装置（１７）の絞り通路の出口端から対向壁面（１８ａ）を遠ざけて、絞り通路出口からのガス噴出流の対向壁面（１８ａ）に対する衝突速度を低下できる。しかも、この衝突速度の低下によって、ガス噴出流の曲がりに起因する乱流（渦流）も同時に抑制できる。
【００１９】
このようにガス噴出流の衝突速度の低下と乱流の抑制とを同時に達成することにより、冷媒通過音を効果的に低減できる。本発明者らの実験検討によると、距離（Ｌ）≧絞り通路径（ｄ）×２とすることが、冷媒通過音低減のために特に有効であることを確認している（後述の図４〜図６参照）。
【００２０】
請求項２に記載の発明では、請求項１において、ホットガスバイパス通路（１８）が暖房用減圧装置（１７）の絞り通路の方向に対して直角方向に向くように配置され、ホットガスバイパス通路（１８）の通路径（Ｄ）を暖房用減圧装置（１７）の絞り通路径（ｄ）の２倍以上としたことを特徴とする。
【００２１】
このように、ホットガスバイパス通路（１８）が暖房用減圧装置（１７）の絞り通路の方向に対して直角方向に向く場合は、通路径（Ｄ）≧絞り通路径（ｄ）×２とすることにより、距離（Ｌ）≧絞り通路径（ｄ）×２という関係を設定できる。
【００２２】
請求項３に記載の発明では、請求項２において、弁手段として、暖房用減圧装置（１７）の絞り通路を開閉する暖房用弁手段（１６）を有し、暖房用減圧装置（１７）の絞り通路方向が暖房用弁手段（１６）の作動方向と一致し、ホットガスバイパス通路（１８）の通路方向が暖房用弁手段（１６）の作動方向と直角方向に向いていることを特徴とする。
【００２３】
これにより、ホットガスバイパス通路（１８）の下流側に構成される、蒸発器（２８）入口側への接続通路部（４３）を暖房用弁手段（１６）の作動方向と直角方向に設定することができる。
【００２４】
請求項４に記載の発明では、冷房用減圧装置（２０）にて減圧された低圧冷媒が蒸発器（２８）で蒸発して空気を冷却する冷房モードと、圧縮機（１０）吐出側のガス冷媒を蒸発器（２８）に直接導入して蒸発器（２８）で放熱させる暖房モードとを切り替える冷凍サイクル装置に用いる弁装置において、
ハウジング部材（１４０）と、ハウジング部材（１４０）に設けられ、冷房モードと暖房モードとの冷媒流れを切り替える弁手段（１５、１６）と、ハウジング部材（１４０）に設けられ、暖房モード時に圧縮機（１０）吐出側のガス冷媒が蒸発器（２８）の入口側に向かって流れるホットガスバイパス通路（１８）と、ハウジング部材（１４０）に設けられ、ホットガスバイパス通路（１８）を通過するガス冷媒を減圧する暖房用減圧装置（１７）とを備え、
ホットガスバイパス通路（１８）に、暖房用減圧装置（１７）の絞り通路入口側に位置してガス冷媒の流れを曲げる曲げ通路形状からなる第１通路部（１８ｂ）と、暖房用減圧装置（１７）の絞り通路出口側に位置して絞り通路の方向と略直線状に連通する第２通路部（１８ｃ）とを設けることを特徴とする。
【００２５】
これによると、暖房用減圧装置（１７）の絞り通路の入口側に位置する第１通路部（１８ｂ）に曲げ通路形状を形成するから、減圧前の、流速が上昇していない高圧冷媒が曲げ通路部を通過することになる。そのため、第１通路部（１８ｂ）にて冷媒流れの曲がりに伴う衝突が発生しても、その衝突速度および乱流エネルギーをともに小さい状態に抑制できる。
【００２６】
しかも、暖房用減圧装置（１７）の絞り通路の出口側に第２通路部（１８ｃ）を略直線状に連通しているから、第２通路部（１８ｃ）の壁面が暖房用減圧装置（１７）の絞り通路の出口端に対向することがない。その結果、暖房用減圧装置（１７）から高速度で噴出するガス噴出流が第２通路部（１８ｃ）の壁面に衝突するという現象が発生しない。
【００２７】
以上により、ホットガスバイパス通路１８に曲げ通路部が形成されていても、冷媒流れの曲げに伴う冷媒通過音を効果的に低減できる。
【００２８】
請求項５に記載の発明では、請求項４において、弁手段として、第１通路部（１８ｂ）を開閉する暖房用弁手段（１６）を有し、第１通路部（１８ｂ）は、暖房用弁手段（１６）の作動方向と一致する冷媒流れを暖房用減圧装置（１７）の絞り通路入口側に向けて直角に曲げる形状になっていることを特徴とする。
【００２９】
これにより、第１通路部（１８ｂ）が弁作動方向と直角となる冷媒流れ曲げ部を構成する場合に、請求項４の作用効果を発揮できる。
【００３０】
請求項６に記載の発明では、請求項４または５において、第２通路部（１８ｃ）の少なくとも入口部を冷媒流れの下流に向かって通路面積が拡大するテーパ形状に形成したことを特徴とする。
【００３１】
これにより、暖房用減圧装置（１７）の絞り通路の出口側に位置する第２通路部（１８ｃ）の通路面積がテーパ形状により緩やかに増大するから、絞り通路出口における冷媒圧力の急低下を緩和することができる。その結果、暖房用減圧装置（１７）の絞り通路直後における冷媒圧力急低下に伴う冷媒流速の急上昇を抑制できる。同時に、冷媒流速の急上昇に伴う乱流の増大も抑制できる。
【００３２】
従って、請求項６によると、絞り通路直後の冷媒流速の急上昇を抑制して暖房モード時の冷媒通過音をより一層低減できる。
【００３３】
請求項７に記載の発明では、請求項４または５において、暖房用減圧装置（１７）の絞り通路を並列に開口する複数の微***（１７０）により構成したことを特徴とする。
【００３４】
これによると、複数の微***（１７０）を第２通路部（１８ｃ）の通路断面上に均一に配置することにより、減圧後の冷媒流れを第２通路部（１８ｃ）の通路断面上に均一に形成できる。
【００３５】
なお、上記各手段の括弧内の符号は、後述する実施形態に記載の具体的手段との対応関係を示すものである。
【００３６】
【発明の実施の形態】
（第１実施形態）
図１は第１実施形態による車両空調用冷凍サイクル装置を示すものであり、圧縮機１０は、電磁クラッチ１１を介して車両エンジン１２により駆動される。圧縮機１０の吐出配管１３には弁装置１４が設けられている。
【００３７】
この弁装置１４は、冷房用通路を開閉する電磁弁１５と、暖房用通路を開閉する差圧弁１６と、暖房用減圧装置１７と、逆止弁２１とを共通のハウジング部材１４０により１つの部品として一体化したもので、その詳細は図２により後述する。弁装置１４の内部にホットガスバイパス通路１８が形成され、このホットガスバイパス通路１８に暖房用差圧弁１６と暖房用減圧装置１７が設けられる。なお、電磁弁１５は冷房用弁手段を構成し、差圧弁１６は暖房用弁手段を構成する。
【００３８】
圧縮機１０の吐出配管１３は弁装置１４の冷房用電磁弁１５を介して凝縮器１９の冷媒入口側に接続される。そして、凝縮器１９の冷媒出口側には冷房用減圧装置２０が接続されている。この冷房用減圧装置２０は本例では固定絞りにて構成されており、固定絞りとして具体的には細径（例えば、φ１．２〜１．３ｍｍ程度）の管を所定長さとすることにより圧損を発生するキャピラリチューブを用いている。凝縮器１９は電動冷却ファン１９ａにより送風される外気冷却風により冷却される。
【００３９】
なお、弁装置１４は、図示しない適宜の取付ブラケットを介して凝縮器１９の適宜の部位（例えば、上部サイドプレート等）に取り付け固定することができ、これにより、凝縮器１９と弁装置１４を車両搭載前に予め一体化しておくことができる。
【００４０】
逆止弁２１は上記したホットガスバイパス通路１８の暖房用減圧装置１７の出口側と冷房用減圧装置２０の出口側との間に接続されて、暖房モード時にホットガスバイパス通路１８から凝縮器１９側へ冷媒が逆流するのを防止する逆流防止手段である。ホットガスバイパス通路１８は、弁装置１４の内部において、暖房用差圧弁１６の入口部から暖房用減圧装置１７の出口部に至る極めて短い通路となる。
【００４１】
そして、ホットガスバイパス通路１８の出口部と逆止弁２１の出口部とを合流させて、この合流部を１本の入口側低圧配管２２に結合し、この１本の低圧配管２２をダッシュボード２３の穴を貫通して車室内２５へ配管する。ここで、ダッシュボード２３は車両のエンジンルーム２４と車室内２５とを仕切るものである。
【００４２】
車室内２５の前方部の計器盤（図示せず）下方部には空調ユニット２６が配置され、この空調ユニット２６内において、空調用電動送風機２７の空気下流側に蒸発器２８が配置され、この蒸発器２８の更に下流側に温水式の暖房用ヒータコア２９が配置されている。
【００４３】
上記低圧配管２２は蒸発器２８の冷媒入口部に結合され、この蒸発器２８の冷媒出口部には出口側低圧配管３０が接続され、この出口側低圧配管３０はダッシュボード２３を貫通してエンジンルーム２４側へ配管され、エンジンルーム２４内のアキュームレータ３１の入口に接続され、アキュームレータ３１の出口は吸入配管３２を通して圧縮機１０の吸入口に接続される。
【００４４】
アキュームレータ３１は周知のごとく蒸発器２８の出口側低圧配管３０から流入する冷媒の気液を分離して液冷媒を貯留するものであって、ガス冷媒を圧縮機１０に吸入させるとともに、潤滑オイルを圧縮機１０に戻すために、アキュームレータタンク底部付近の液冷媒の一部を圧縮機１０に吸入させるものである。
【００４５】
なお、前記した空調ユニット２６において、蒸発器２８は空調用送風機２７により送風される空気（車室内空気または外気）を冷房モード時（あるいは除湿必要時）には冷媒蒸発潜熱の吸熱により冷却し、また、冬期暖房モード時には、蒸発器２８はホットガスバイパス通路１８からの高温冷媒ガス（ホットガス）が流入して空気を加熱するので、放熱器としての役割を果たす。
【００４６】
また、暖房用ヒータコア２９には、車両エンジン１２の温水（冷却水）がエンジン駆動の温水ポンプ（図示せず）により循環することにより、温水を熱源として蒸発器通過後の空気を加熱する。そして、暖房用ヒータコア２９の下流側に設けられた吹出口（図示せず）から車室内２５へ空調空気を吹き出すようになっている。
【００４７】
また、冷房用電磁弁１５は空調用電子制御装置３３からの制御信号により通電が断続されて、開閉する。また、冷房用電磁弁１５の他に、電磁クラッチ１１、凝縮器用電動冷却ファン１９ａ、空調用電動送風機２７等の電気機器の作動も空調用電子制御装置３３の制御信号により制御される。なお、空調用電子制御装置３３には、周知のように車両環境条件を検出するセンサ群３３ａの検出信号、空調操作パネル３３ｂの操作部材３３ｃの操作信号等が入力される。
【００４８】
次に、弁装置１４の具体的構成を図２により説明する。弁装置１４のハウジング部材１４０は、アルミニュウム、真鍮等の金属材により直方体状等の形状に形成され、ハウジング部材１４０の一端側（図２の右側）に第１、第２通路４１、４２を開口し、他端側（図２の左側）に第３、第４通路４３、４４を開口している。
【００４９】
第１通路４１は圧縮機１０の吐出側に接続され、第２通路４２は凝縮器１９の入口側に接続される。また、第３通路４３は蒸発器２８の入口側に接続され、第４通路４４は冷房用減圧装置２０を介して凝縮器１９の出口側に接続される。なお、これらの第１〜第４通路４１〜４４は図１の対応部位にも黒丸の点にて図示してある。
【００５０】
電磁弁１５は、上記第１通路４１（圧縮機１０吐出側）と上記第２通路４２（凝縮器１９入口側）との間の高圧通路４５を開閉する弁体１５ａ、この弁体１５ａにばね力を作用させるばね１５ｂ、このばね１５ｂのばね力に抗して弁体１５ａを変位させる電磁力を発生する電磁コイル１５ｃ等を備えている。
【００５１】
なお、図２では図示の簡略化のため、電磁弁１５を直動式として図示しているが、弁体１５ａは高圧通路４５を開閉するために大きな駆動力を必要とするので、実際には、電磁コイル４７の電磁力により駆動される副弁体（パイロット弁）と、この副弁体の変位に伴って変位して高圧通路４５を開閉する主弁体（弁体１５ａに対応）とを有するパイロット式電磁弁により電磁弁１５を構成している。
【００５２】
図２は電磁弁１５の閉弁時を示しており、閉弁時には電磁コイル１５ｃが通電され、電磁コイル１５ｃの電磁力によって弁体１５ａが高圧通路４５の弁座部４５ａに圧着して高圧通路４５を閉塞する。これに対して、電磁コイル１５ｃへの通電が遮断されると、ばね１５ｂのばね力により弁体１５ａが図２の上方へ移動して高圧通路４５の弁座部４５ａから開離し高圧通路４５を開口状態とする。
【００５３】
次に、差圧弁１６について説明する。差圧弁１６は、電磁弁１５の閉弁時（図２）に開弁し、電磁弁１５の開弁時に閉弁するようになっており、このため、次のように構成されている。
【００５４】
差圧弁１６はその上方側及び下方側に位置する第１室６０、第２室６１を有しており、上方側の第１室６０は、連通穴６２及び電磁弁１５の弁体１５ａ周囲の空間を介して第１通路４１に連通し、圧縮機吐出側の冷媒圧力が導入される。また、下方側の第２室６１は、連通穴６３、高圧通路４５を介して第２通路４２に連通し、凝縮器１９入口側の冷媒圧力が導入される。
【００５５】
また、第１室６０内には差圧弁１６の円柱状の弁体１６ａが上下方向に摺動可能に配置されている。弁体１６ａの大径部１６ｂによって第１室６０と第２室６１との間を気密的に仕切るようになっている。第２室６１には、弁体１６ａを暖房用減圧装置１７の弁座部１７ａ側に押圧するためのばね力を発生するばね１６ｃが配置されている。暖房用減圧装置１７は、小径の絞り通路からなる固定絞りにより構成されている。暖房用減圧装置１７の絞り通路径ｄ（図３）は具体的には例えば、φ２．４ｍｍ程度である。
【００５６】
ここで、差圧弁１６の動作について説明すると、電磁弁１５が閉弁状態にある時（図２）は、圧縮機１０吐出側の冷媒圧力が第１通路４１、連通穴６２を介して差圧弁１６の第１室６０に導入される。しかし、電磁弁１５の閉弁により弁体１５ａ下流側の高圧通路４５は冷凍サイクル高圧側から遮断されるので、高圧通路４５の圧力、すなわち、第２室６１の圧力は圧縮機１０吐出側の冷媒圧力より大幅に低い圧力まで低下する。
【００５７】
その結果、差圧弁１６の第１室６０と第２室６１との圧力差が圧縮コイルばね１６ｃのばね力により設定される設定圧（例えば、０．４９ＭＰａ）以上となるので、差圧弁１６の弁体１６ａが上記圧力差により下方へ移動して暖房用減圧装置１７の弁座部１７ａを開口し、差圧弁１６が開弁状態となる。
【００５８】
これに対し、電磁弁１５が開弁状態になると、差圧弁１６の第２室６１には、電磁弁１５下流側の高圧通路４５の圧力が連通穴６３を介して導入される。これと同時に、差圧弁１６の第１室６０には圧縮機１０吐出側の冷媒圧力が第１通路４１、連通穴６２を介して導入される。
【００５９】
このとき、高圧通路４５の圧力は弁座部４５ａでの絞りにより第１通路４１の圧力より所定値だけ低くなっているが、この圧力差による弁体１６ａの開弁方向（下方向）の力よりも、ばね１６ｃのばね力による弁体１６ａの閉弁方向（上方向）の力が大きくなるように、ばね１６ｃのばね力が設定してある。このため、電磁弁１５の開弁時には、ばね１６ｃのばね力により差圧弁１６の弁体１６ａが暖房用減圧装置１７の弁座部１７ａに圧着して閉弁状態となる。
【００６０】
次に、ホットガスバイパス通路１８について説明すると、ホットガスバイパス通路１８は暖房用減圧装置１７の絞り通路直後において絞り通路の方向（図２の上下方向）に対して直角方向（図２の左右方向）に向くように配置されている。この直角状の通路配置によりホットガスバイパス通路１８には暖房用減圧装置１７の絞り通路出口端に対向する対向壁面１８ａが形成される。
【００６１】
ここで、ホットガスバイパス通路１８の通路径Ｄ（図３）を暖房用減圧装置１７の絞り通路径ｄに対して２倍以上、すなわち、Ｄ≧２ｄとなるよう設定している。従って、ホットガスバイパス通路１８の対向壁面１８ａと暖房用減圧装置１７の絞り通路の出口端との距離Ｌ（図３）も、暖房用減圧装置１７の絞り通路径ｄに対して２倍以上、すなわち、Ｌ≧２ｄとなる関係に設定される。
【００６２】
従って、暖房用減圧装置１７の絞り通路径ｄを前述のように例えば、φ２．４ｍｍとすれば、ホットガスバイパス通路１８の通路径Ｄおよび距離Ｌは４．８ｍｍ以上となる。
【００６３】
上記した直角状の通路配置は、１つのハウジング部材１４０内において各弁１５、１６、２１の弁体作動方向を同一方向（図２の上下方向）に統一し、且つ、弁装置１４（ハウジング部材１４０）における外部冷媒通路との接続部をなす第１〜第４通路４１〜４４の通路方向を弁体作動方向と直角方向（図２の左右方向）に統一するために採用している。
【００６４】
ホットガスバイパス通路１８の出口側は第３通路４３に連通している。一方、第４通路４４は低圧通路７０を介してホットガスバイパス通路１８の下流部と合流して第３通路４３と連通するようになっている。そして、この低圧通路７０に逆止弁２１を設けて、ホットガスバイパス通路１８の冷媒が第４通路４４側へ流れることを防止するようになっている。
【００６５】
この逆止弁２１は、円板状の弁体２１ａと、この弁体２１ａに一端部が結合された軸部２１ｂと、この軸部２１ｂの他端部に結合されたストッパー部２１ｃとを有する構成になっている。軸部２１ｂは低圧通路７０の弁座部７０ａの通路穴に対して摺動自在に嵌合している。
【００６６】
図２は逆止弁２１の閉弁状態を示しており、暖房用差圧弁１６の開弁時には低圧通路７０の入口圧力（第４通路４４側圧力）＜低圧通路７０の出口圧力（第３通路４３側圧力）という逆方向の圧力状態が生じるので、弁体２１ａが図２に示すように低圧通路７０の弁座部７０ａに圧着して、逆止弁２１が閉弁状態となる。
【００６７】
これに反し、暖房用差圧弁１６の閉弁時には低圧通路７０の入口圧力（第４通路４４側圧力）＞低圧通路７０の出口圧力（第３通路４３側圧力）という順方向の圧力状態が生じるので、弁体２１ａが低圧通路７０の弁座部７０ａから開離して図２の上方へ移動する。これにより、逆止弁２１が開弁状態となる。そして、開弁状態ではストッパー部２１ｃが弁座部７０ａの壁部に係止されることにより、逆止弁２１の開弁位置が所定位置に規定され、保持される。
【００６８】
次に、上記構成において第１実施形態の作動を説明する。今、空調操作パネル３３ｂの操作部材３３ｃにより冷房モードが選択されると、電磁クラッチ１１に通電されて電磁クラッチ１１が接続状態となり、圧縮機１０が車両エンジン１２にて駆動される。また、冷房モードが選択されたときは空調用電子制御装置３３の制御信号により電磁弁１５の電磁コイル１５ｃが非通電の状態となる。
【００６９】
これにより、電磁弁１５ではばね１５ｂのばね力により弁体１５ａが図２の位置から上方へ移動して高圧通路４５を開口し、電磁弁１５が開弁状態となる。この結果、差圧弁１６においては第１室６０と第２室６１との圧力差が小となり、ばね１６ｃのばね力により差圧弁１６の弁体１６ａが暖房用減圧装置１７の弁座部１７ａに圧着して、差圧弁１６が閉弁状態を維持する。
【００７０】
すると、圧縮機１０の吐出ガス冷媒は、弁装置１４の第１通路４１から高圧通路４５を通過して第２通路４２から弁装置１４の外部へ流出して凝縮器１９に流入する。凝縮器１９では、冷却ファン１９ａにより送風される外気にて冷媒が冷却されて凝縮する。
【００７１】
そして、凝縮器通過後の凝縮冷媒は固定絞りにて構成された冷房用減圧装置２０で減圧されて、低温低圧の気液２相状態となる。次に、この低圧冷媒は、第４通路４４から再び弁装置１４の内部に流入する。このとき、低圧通路７０の逆止弁２１に順方向の圧力が作用して逆止弁２１が開弁する。従って、低圧冷媒は低圧通路７０を通過して第３通路４３から弁装置１４の外部へ流出し、更に、低圧配管２２を通過して蒸発器２８内に流入する。
【００７２】
この蒸発器２８にて低圧冷媒は送風機２７の送風する空調空気から吸熱して蒸発する。蒸発器２８で冷却された空調空気は車室内２５へ吹き出して車室内２５を冷房する。蒸発器２８で蒸発したガス冷媒はアキュームレータ３１内にてガス冷媒と液冷媒がその密度差により分離され、ガス冷媒が圧縮機１０に吸入される。また、同時に、アキュームレータ３１内の下側に溜まった液冷媒が潤滑オイルとともに若干量圧縮機１０に吸入される。
【００７３】
一方、冬期にホットガスヒータの暖房モードが選択されると、空調用電子制御装置３３の制御信号により電磁クラッチ１１に通電されて圧縮機１０が車両エンジン１２にて駆動される。また、暖房モードが選択されたときは空調用電子制御装置３３の制御信号により電磁弁１５の電磁コイル１５ｃに通電される。
【００７４】
これにより、電磁弁１５の弁体１５ａが図２のように高圧通路４５の弁座部４５ａに圧着して高圧通路４５を閉塞し、電磁弁１５が閉弁状態となる。この結果、差圧弁１６においては第１室６０の圧力＞第２室６１の圧力という圧力差が急激に増大し、この圧力差が設定圧以上になると、差圧弁１６の弁体１６ａがばね１６ｃのばね力に抗して下方へ移動し、暖房用減圧装置１７の弁座部１７ａから開離する。これにより、差圧弁１６が図２のように開弁状態となり、暖房用減圧装置１７を構成する絞り通路が開口するので、ホットガスバイパス通路１８が開通する。
【００７５】
従って、圧縮機１０の高温高圧の吐出ガス冷媒（過熱ガス冷媒）が弁装置１４の第１通路４１、連通穴６２、及び第１室６０を経て暖房用減圧装置１７の絞り通路を通過する。これにより、圧縮機１０の吐出ガス冷媒が暖房用減圧装置１７にて所定の圧力まで減圧される。
【００７６】
この後、減圧後のガス冷媒がホットガスバイパス通路１８を通過して第３通路４３から弁装置１４の外部へ流出し、更に、低圧配管２２を通過して蒸発器２８内に流入する。この蒸発器２８で高温ガス冷媒が送風空気に放熱して、送風空気を加熱する。蒸発器２８で加熱された空気はヒータコア２９で温水熱源により再度加熱された後に車室内へ吹き出す。
【００７７】
一方、蒸発器２８で放熱したガス冷媒はアキュームレータ３１を通過した後に圧縮機１０に吸入され、再度圧縮される。そして、暖房モード時にはホットガスバイパス通路１８の圧力＞第４通路４４の圧力という関係にあるため、逆止弁２１の弁体２１ａが開弁位置から下方へ移動して図２のように低圧通路７０の弁座部７０ａに圧着する。これにより、逆止弁２１が閉弁状態となる。従って、ホットガスバイパス通路１８の高温ガス冷媒が低圧通路７０、冷房用減圧装置２０を経て凝縮器１９側へ逆流して、凝縮器１９内に冷媒が滞留すること（寝込み現象）を抑制できる。
【００７８】
ところで、暖房モード時には、圧縮機吐出ガス冷媒が暖房用減圧装置１７の絞り通路で急激に減圧されて絞り通路から高速度で噴出する。その際、暖房用減圧装置１７の絞り通路に対してホットガスバイパス通路１８が直角方向に配置されているので、高速度のガス噴出流がホットガスバイパス通路１８の対向壁面１８ａに衝突するという現象が発生する。
【００７９】
そこで、本実施形態では、ホットガスバイパス通路１８の通路径Ｄ（図３）を暖房用減圧装置１７の絞り通路径ｄに対して２倍以上（Ｄ≧２ｄ）となるよう設定して、ホットガスバイパス通路１８の対向壁面１８ａと暖房用減圧装置１７の絞り通路の出口端との距離Ｌが、暖房用減圧装置１７の絞り通路径ｄに対して２倍以上（Ｌ≧２ｄ）となるようにしている。
【００８０】
これによると、暖房用減圧装置１７の絞り通路の出口端に対して対向壁面１８ａを遠ざけて、ガス噴出流の対向壁面１８ａに対する衝突速度を低下できる。この衝突速度の低下によって、ガス噴出流の直角流れに起因する乱流（渦流）も同時に抑制できる。このようにガス噴出流の衝突速度の低下と乱流の抑制を同時に達成することにより冷媒通過音を効果的に低減できる。
【００８１】
次に、本実施形態による冷媒通過音の低減効果を図４により具体的に説明する。図４は暖房用減圧装置１７の絞り通路径ｄをφ２．４ｍｍに固定し、それに対し、ホットガスバイパス通路１８の径Ｄをφ３．２ｍｍ、φ３．７ｍｍ、φ４．０ｍｍ、φ５．０ｍｍ、φ７．０ｍｍに変化させた場合に、Ｄ＝φ３．２ｍｍ（通路径の比Ｄ／ｄ＝１．３３）の騒音レベルを基準とし、これに対する冷媒通過音の低減効果をまとめたものである。
【００８２】
図４から理解されるように、Ｄ＝φ３．２ｍｍ（Ｄ／ｄ＝１．３３）の基準比較例に対して、Ｄ＝φ５．０ｍｍ（Ｄ／ｄ＝２．０８）、およびＤ＝φ７．０ｍｍ（Ｄ／ｄ＝２．９２）とした本実施形態の場合には衝突速度の低下と乱流エネルギーの抑制とによって、冷媒通過音を約５ｄＢ低減できることを確認できた。これに反し、Ｄ＝φ４．０ｍｍ（Ｄ／ｄ＝１．６７）程度では、冷媒通過音の低減効果がほとんど得られないことを確認できた。
【００８３】
なお、図４において、冷媒通過音の低減効果は、６〜１０ｋＨｚの周波数域の冷媒通過音の実測値に基づくものであって、基準比較例との音圧レベル差（ｄＢ差）で表している。
【００８４】
これに対し、衝突速度および乱流エネルギーはコンピュータシミュレーションによる流れ解析結果に基づくものであり、乱流エネルギー（ｍ２／ｓ２）は、平均速度まわりで変動する各変動速度成分の分散の和の１／２であり、単位体積当たりの変動速度成分の運動エネルギーを流体密度で除したものである。
【００８５】
そして、図５は通路径の比Ｄ／ｄと乱流エネルギーとの関係を示し、また、図６は通路径の比Ｄ／ｄと衝突速度との関係を示す。図５、図６から分かるように、通路径の比Ｄ／ｄが２倍以上になると、乱流エネルギーの抑制効果および衝突速度の低下効果をともに効果的に発揮できる。
【００８６】
（第２実施形態）
上記第１実施形態では、暖房用減圧装置１７の絞り通路出口側にホットガスバイパス通路１８を直角方向に配置する通路構成を採用しているが、第２実施形態では図７に示すように、ホットガスバイパス通路１８に暖房用減圧装置１７の絞り通路の入口側に位置する第１通路部１８ｂと、暖房用減圧装置１７の絞り通路の出口側に位置する第２通路部１８ｃとを備え、第１通路部１８ｂを冷媒流れが直角に曲がる曲げ通路形状に形成している。
【００８７】
第１通路部１８ｂの入口部は差圧弁１６により開閉されるようになっているので、第１通路部１８ｂの入口部の通路方向は冷媒差圧弁１６の弁体作動方向（図７の上下方向）と同じである。従って、第１通路部１８ｂは冷媒差圧弁１６の弁体作動方向と一致する冷媒流れを直角に曲げるように構成されている。これに対し、第２通路部１８ｃは暖房用減圧装置１７の絞り通路方向（図７の左右方向）と直線状に連通するように配置されている。
【００８８】
第２実施形態によると、暖房用減圧装置１７の絞り通路の入口側に位置する第１通路部１８ｂに直角の曲げ通路部を形成するから、減圧前の、流速が上昇していない高圧冷媒が直角の曲げ通路部を通過することになる。そのため、第１通路部１８ｂにて冷媒の直角流れに伴う衝突が発生しても、その衝突速度および乱流エネルギーをともに小さい状態に抑制できる。
【００８９】
しかも、暖房用減圧装置１７の絞り通路の出口側に第２通路部１８ｃを直線状に連通しているから、第２通路部１８ｃの壁面が暖房用減圧装置１７の絞り通路の出口端に対向することがない。その結果、暖房用減圧装置１７から高速度で噴出するガス噴出流が第２通路部１８ｃの壁面に衝突するという現象が発生しない。以上により、ホットガスバイパス通路１８の一部（第１通路部１８ｂ）に直角の曲げ通路部が形成されていても、冷媒の直角流れに伴う冷媒通過音を効果的に低減できる。
【００９０】
（第３実施形態）
上記第２実施形態では、暖房用減圧装置１７の絞り通路の出口側に直線状に連通する第２通路部１８ｃを通路面積が一定に維持される円管状の通路形状にしているが、第３実施形態では図８、図９に示すように、第２通路部１８ｃを冷媒流れの下流に向かって通路面積が拡大するテーパ形状にしている。
【００９１】
図９は第３実施形態の具体的寸法例を示すものであり、ホットガスバイパス通路１８の第１通路部１８ｂの径＝φ３．２ｍｍ、暖房用減圧装置１７の絞り通路径＝φ２．４ｍｍ、暖房用減圧装置１７の絞り通路長さ＝３．５ｍｍ、第２通路部１８ｃの長さ＝６．５ｍｍ、テーパ角＝２０°である。
【００９２】
第３実施形態によると、上記第２実施形態と同一の作用効果を発揮できる。それに加えて、暖房用減圧装置１７の絞り通路の出口側に位置する第２通路部１８ｃの通路面積をテーパ形状により緩やかに増大するから、絞り通路出口における冷媒圧力の急低下を緩和することができる。その結果、暖房用減圧装置１７の絞り通路直後における冷媒圧力急低下に伴う冷媒流速の急上昇を抑制できる。同時に、冷媒流速の急上昇に伴う乱流の増大も抑制できる。これにより、第３実施形態では暖房モード時の冷媒通過音を第２実施形態よりも一層低減できる。
【００９３】
（第４実施形態）
前述の第２実施形態では、暖房用減圧装置１７の絞り通路を単一の円形状の通路穴により形成しているが、第４実施形態では図１０、図１１に示すように、暖房用減圧装置１７の絞り通路を並列に開口する複数の微***１７０により形成している。
【００９４】
図１１（ｂ）は暖房用減圧装置１７の絞り通路を構成する複数の微***１７０の平面配置形状を示しており、図示の例では、中央部の１個の微***１７０の周りに、４個の微***１７０を等間隔にて配置した構成になっている。
【００９５】
図１１は第４実施形態の具体的寸法例を示すものであり、ホットガスバイパス通路１８の第１通路部１８ｂの径＝φ３．２ｍｍ、第２通路部１８ｃの径＝φ６ｍｍである。そして、暖房用減圧装置１７の５個の微***１７０の合計通路面積が、第２実施形態の単一穴による絞り通路の場合と同一の通路面積となるように微***１７０の径が設定してある。具体的には、単一穴による絞り通路の径＝φ２．４ｍｍである場合は、５個の微***１７０の径＝φ１ｍｍとする。
【００９６】
第４実施形態によると、前述の第２実施形態と同一の作用効果を発揮できる。それに加えて、暖房用減圧装置１７の絞り通路を並列に開口する複数の微***１７０により形成しているから、第１通路部１８ｂからの冷媒が複数の各微***１７０にそれぞれ分岐して流れることにより減圧され、第２通路部１８ｃへと流れる。
【００９７】
従って、複数の微***１７０を図１１（ｂ）のように第２通路部１８ｃの通路断面上に均一に配置することにより、減圧後の冷媒流れを第２通路部１８ｃの通路断面上に均一に形成できる。
【００９８】
図１２は、第３、第４実施形態による衝突速度の低減効果を比較例と対比して示す。ここで、比較例は図４の最上段のＤ／ｄ＝１．３３の比較例と同じものであり、第３実施形態は図９の具体的寸法にて設計したものであり、第４実施形態は図１１の具体的寸法にて設計したものである。
【００９９】
第３、第４実施形態による衝突速度は、第１通路部１８ｂでの直角流れによる衝突速度であり、比較例に比較して大幅に低減できる。また、第３、第４実施形態による衝突速度は第１実施形による衝突速度（図４）より更に低減できる。
【０１００】
（他の実施形態）
なお、上記の第１〜第４実施形態では、暖房用減圧装置１７の絞り通路の前後における冷媒通路の曲げ形状を直角の曲げ形状としているが、この冷媒通路の曲げ形状を直角より曲げ角度が大きい鈍角状の曲げ形状としたり、あるいは直角より曲げ角度が小さい鋭角状の曲げ形状としても、本発明を同様に適用できる。
【０１０１】
また、第２〜第４実施形態では、暖房用減圧装置１７の絞り通路の出口側に位置する第２通路部１８ｃを、暖房用減圧装置１７の絞り通路の方向に対して直線状に連通させているが、第２通路部１８ｃを暖房用減圧装置１７の絞り通路の方向に対して微小角度傾斜して連通させてもよい。
【０１０２】
つまり、第２通路部１８ｃの直線状の連通とは、完全な一直線状の連通のみに限定されず、微小な傾斜による連通をも包含する意味である。
【０１０３】
また、上記の第１〜第４実施形態では、冷房用減圧装置２０を弁装置１４と別体で構成しているが、冷房用減圧装置２０をオリフィス、ノズルのような通路長さの短い固定絞りで構成して、弁装置１４のハウジング部材１４０の内部に一体的に冷房用減圧装置２０を構成することもできる。すなわち、ハウジング部材１４０の第４通路４４部分に冷房用減圧装置２０を構成する固定絞りを配置するようにしてもよい。
【図面の簡単な説明】
【図１】本発明の第１実施形態による車両空調用冷凍サイクル装置の全体システム図である。
【図２】第１実施形態による弁装置の断面図である。
【図３】図２の要部拡大図である。
【図４】第１実施形態による冷媒通過音の低減効果を示す図表である。
【図５】第１実施形態による乱流エネルギーの解析結果を示すグラフである。
【図６】第１実施形態による衝突速度の解析結果を示すグラフである。
【図７】第２実施形態による弁装置の断面図である。
【図８】第３実施形態による弁装置の断面図である。
【図９】図８の要部拡大図である。
【図１０】第４実施形態による弁装置の断面図である。
【図１１】図１０の要部拡大図である。
【図１２】第３、第４実施形態による衝突速度の低減効果を示す図表である。
【図１３】先願発明による弁装置の断面図である。
【符号の説明】
１０…圧縮機、１５…電磁弁（冷房用弁手段）、
１６…差圧弁（暖房用弁手段）、１７…暖房用減圧装置、
１８…ホットガスバイパス通路、１８ａ…対向壁面、１８ｂ…第１通路部、
１８ｃ…第２通路部、１９…凝縮器、２０…冷房用減圧装置、２１…逆止弁、２８…蒸発器、４５…高圧通路、７０…低圧通路、１４０…ハウジング部材。[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention provides a refrigeration unit having a hot gas heater function, in which a gas discharged from a compressor (hot gas) is directly introduced into an evaporator by bypassing a condenser side during heating, thereby using the evaporator as a radiator for the gas refrigerant. The present invention relates to a valve device used for a cycle device.
[0002]
[Prior art]
Conventionally, in a vehicle air conditioner, warm water (engine cooling water) is circulated through a heating heat exchanger during heating in winter, and the heating heat exchanger heats the conditioned air using the hot water as a heat source. In this case, when the temperature of the hot water is low, the temperature of the air blown into the vehicle interior may decrease, and the required heating capacity may not be obtained.
[0003]
Thus, Japanese Patent Application Laid-Open No. 5-223357 and the like have proposed a refrigeration cycle device capable of exhibiting a heating function by hot gas bypass. In this conventional device, a hot gas bypass passage is provided that directly connects the discharge side of the compressor to the inlet side of the evaporator, bypassing the condenser or the like, and a heating decompression device is provided in the hot gas bypass passage. A cooling solenoid valve and a heating solenoid valve for opening and closing the refrigerant passage and the hot gas bypass passage to the condenser inlet side are provided.
[0004]
In the air conditioning unit in the vehicle cabin, a hot water heating heater core is arranged downstream of the evaporator, and when the temperature of hot water circulating through the heating heater core is lower than a predetermined temperature during winter heating (engine During start-up and warm-up, etc.), the cooling solenoid valve is closed and the heating solenoid valve is opened, so that the high-temperature discharge gas refrigerant (hot gas) of the compressor flows into the hot gas bypass passage.
[0005]
Then, the hot gas is decompressed by the heating depressurizing device in the hot gas bypass passage and then directly introduced into the evaporator, so that the evaporator radiates heat from the gas refrigerant to the conditioned air so that the heating function can be exhibited. ing.
[0006]
According to the above prior art, two solenoid valves for cooling and heating are used to switch the refrigerant flow path between the cooling mode and the heating mode. Further, the refrigerant in the hot gas bypass passage is connected to the condenser side during the heating mode. The check valve for preventing the gas from flowing into the air is separately provided from the cooling and heating solenoid valves.
[0007]
Therefore, it is necessary to additionally install two solenoid valves and a check valve with respect to a normal refrigeration cycle device for a vehicle that executes only the cooling mode, which leads to an increase in the number of parts and an increase in cost.
[0008]
In view of this, the present applicant has previously proposed in Japanese Patent Application No. 2001-156033 a configuration for simplifying a valve unit of a vehicle refrigeration cycle apparatus having a hot gas heater function.
[0009]
FIG. 13 is a schematic sectional view of the valve device 14 of the prior application, in which a cooling solenoid valve 15, a heating differential pressure valve 16, a heating decompression device 17, a non-return valve are provided inside one housing member 140 of the valve device 14. The components such as the valve 21 are integrally formed to simplify the valve device.
[0010]
[Problems to be solved by the invention]
However, according to experiments and studies by the present inventors, it has been found that the refrigerant passage noise increases due to restrictions on the configuration of the hot gas bypass passage accompanying the integration of the valve device. This will be described in detail with reference to FIG. 13. FIG. 13 shows a refrigerant flow state in the heating mode. When the cooling electromagnetic valve 15 closes, the discharge side of the compressor 10 and the condenser 19 The high pressure passage 45 between the inlet side and the inlet side is shut off.
[0011]
As a result, a pressure difference is generated between the first chamber 60 and the second chamber 61 before and after the valve element 16a of the heating differential pressure valve 16, and this pressure difference causes the valve element 16a to oppose the spring force of the spring 16c. It is displaced to the valve opening position in FIG. 13 to open the passage of the heating decompression device 17.
[0012]
Here, the heating decompression device 17 is constituted by a restriction passage (fixed restriction) located at the entrance of the hot gas bypass passage 18, and the hot gas bypass passage 18 is connected to the restriction passage of the heating decompression device 17. Are arranged at right angles.
[0013]
This right-angled passage arrangement unifies the valve operating directions of the heating differential pressure valve 16 in the same direction as the valve operating directions of the cooling solenoid valve 15 and the check valve 21 (the vertical direction in FIG. 13), and This is adopted in order to unify the passage directions of the connection portions (first to fourth passages 41 to 44) of the valve device 14 with the external refrigerant passage in a direction perpendicular to the valve body operating direction.
[0014]
According to the above-described right-angled passage arrangement, the gas ejection flow which is rapidly depressurized in the throttle passage of the heating decompression device 17 and is ejected from the throttle passage at a high speed immediately after the ejection, the opposed wall surface 18a of the hot gas bypass passage 18 Collides at high speed. Further, a turbulent flow (vortex) of the refrigerant flow is generated by a right-angle flow from the throttle passage of the heating decompression device 17 to the hot gas bypass passage 18.
[0015]
According to experiments and studies by the present inventors, it has been found that the refrigerant passing sound in the heating mode increases due to the collision energy and the turbulence.
[0016]
The present invention has been devised in view of the above points, and the gas refrigerant on the compression discharge side is decompressed by a decompression device for heating, and the decompressed gas refrigerant is directly introduced into an evaporator through a hot gas bypass passage to release heat. In a valve device of a refrigeration cycle device for a vehicle, which switches between a heating mode in which heating is performed and a cooling mode in which low-pressure refrigerant evaporates in an evaporator and cools air, a gas ejection flow ejected at a high speed from the heating decompression device in the heating mode. It is an object of the present invention to reduce refrigerant passage noise caused by the above.
[0017]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, a cooling mode in which a low-pressure refrigerant decompressed by a cooling decompression device (20) evaporates in an evaporator (28) to cool air, and a compressor. (10) In a valve device used in a refrigeration cycle device that switches between a heating mode in which a gas refrigerant on a discharge side is directly introduced into an evaporator (28) and heat is released in the evaporator (28),
A housing member (140); valve means (15, 16) provided on the housing member (140) for switching a refrigerant flow between a cooling mode and a heating mode; and a compressor provided on the housing member (140). (10) A hot gas bypass passage (18) through which the gas refrigerant on the discharge side flows toward the inlet side of the evaporator (28), and a gas provided in the housing member (140) and passing through the hot gas bypass passage (18). A heating decompression device (17) for decompressing the refrigerant,
A hot gas bypass passage (18) is arranged on the exit side of the throttle passage of the heating decompression device (17) so as to bend at a predetermined angle with respect to the direction of the throttle passage. The distance (L) to the opposed wall surface (18a) of the hot gas bypass passage (18) opposed to the outlet end is set to be at least twice as large as the throttle passage diameter (d) of the pressure reducing device for heating (17). And
[0018]
As described above, by setting the distance (L) to be at least twice the diameter (d) of the throttle passage of the heating decompression device (17), the distance from the outlet end of the throttle passage of the heating decompression device (17) to the facing wall surface (18a) is reduced. ) Can be kept away, so that the collision velocity of the gas jet flow from the outlet of the throttle passage against the opposed wall surface (18a) can be reduced. In addition, turbulence (vortex flow) due to the bending of the gas ejection flow can be suppressed at the same time by the reduction in the collision speed.
[0019]
By simultaneously reducing the collision velocity of the gas jet flow and suppressing the turbulent flow as described above, the refrigerant passing sound can be effectively reduced. According to experimental studies by the present inventors, it has been confirmed that setting distance (L) ≧ throttle passage diameter (d) × 2 is particularly effective for reducing refrigerant passage noise (see FIG. 4 described later). To FIG. 6).
[0020]
According to the second aspect of the present invention, in the first aspect, the hot gas bypass passage (18) is disposed so as to be perpendicular to the direction of the throttle passage of the heating pressure reducing device (17), and the hot gas bypass passage is provided. The passage diameter (D) of (18) is at least twice as large as the throttle passage diameter (d) of the pressure reducing device for heating (17).
[0021]
As described above, when the hot gas bypass passage (18) is oriented in a direction perpendicular to the direction of the throttle passage of the heating decompression device (17), the passage diameter (D) ≧ the throttle passage diameter (d) × 2. Thus, a relationship of distance (L) ≧ throttle passage diameter (d) × 2 can be set.
[0022]
According to a third aspect of the present invention, in the second aspect, the valve means includes a heating valve means (16) for opening and closing a throttle passage of the heating pressure reducing device (17). The throttle passage direction coincides with the operation direction of the heating valve means (16), and the passage direction of the hot gas bypass passage (18) is perpendicular to the operation direction of the heating valve means (16). I do.
[0023]
Thus, the connection passage (43) to the inlet side of the evaporator (28), which is formed on the downstream side of the hot gas bypass passage (18), is set at right angles to the operating direction of the heating valve means (16). be able to.
[0024]
According to the fourth aspect of the invention, a cooling mode in which the low-pressure refrigerant decompressed by the cooling decompression device (20) evaporates in the evaporator (28) to cool the air, and a gas on the discharge side of the compressor (10). In a valve device used for a refrigeration cycle device that switches between a heating mode in which a refrigerant is directly introduced into an evaporator (28) and heat is released in the evaporator (28),
A housing member (140); valve means (15, 16) provided on the housing member (140) for switching a refrigerant flow between a cooling mode and a heating mode; and a compressor provided on the housing member (140). (10) A hot gas bypass passage (18) through which the gas refrigerant on the discharge side flows toward the inlet side of the evaporator (28), and a gas provided in the housing member (140) and passing through the hot gas bypass passage (18). A heating decompression device (17) for decompressing the refrigerant,
A hot gas bypass passage (18), a first passage portion (18b) having a bent passage shape located on the throttle passage inlet side of the heating decompression device (17) and bending the flow of the gas refrigerant, and a heating decompression device ( 17) A second passage portion (18c) which is located on the outlet side of the throttle passage and communicates substantially linearly with the direction of the throttle passage.
[0025]
According to this, since the bent passage shape is formed in the first passage portion (18b) located on the inlet side of the throttle passage of the heating decompression device (17), the high-pressure refrigerant whose flow velocity has not increased before decompression is bent. It will pass through the passage. Therefore, even if a collision occurs due to the bending of the refrigerant flow in the first passage portion (18b), both the collision speed and the turbulent flow energy can be suppressed to a small state.
[0026]
Moreover, since the second passage portion (18c) communicates with the outlet side of the throttle passage of the heating decompression device (17) in a substantially linear manner, the wall surface of the second passage portion (18c) is connected to the heating decompression device (17). ) Does not face the outlet end of the throttle passage. As a result, a phenomenon does not occur in which the gas ejection flow ejected from the heating decompression device (17) at a high speed collides with the wall surface of the second passage portion (18c).
[0027]
As described above, even if the bent passage portion is formed in the hot gas bypass passage 18, the refrigerant passage noise accompanying the bending of the refrigerant flow can be effectively reduced.
[0028]
According to a fifth aspect of the present invention, in the fourth aspect, as the valve means, a heating valve means (16) for opening and closing the first passage portion (18b) is provided, and the first passage portion (18b) is provided for heating. It is characterized in that the refrigerant flow, which coincides with the operation direction of the valve means (16), is bent at a right angle toward the throttle passage inlet side of the heating decompression device (17).
[0029]
Accordingly, when the first passage portion (18b) forms a refrigerant flow bending portion that is perpendicular to the valve operating direction, the operation and effect of claim 4 can be exerted.
[0030]
In the invention described in claim 6, in claim 4 or 5, at least the inlet of the second passage portion (18c) is formed in a tapered shape in which the passage area increases toward the downstream of the refrigerant flow. .
[0031]
Accordingly, the passage area of the second passage portion (18c) located on the outlet side of the throttle passage of the heating decompression device (17) gradually increases due to the tapered shape, so that a sudden decrease in refrigerant pressure at the throttle passage outlet is reduced. can do. As a result, it is possible to suppress a rapid increase in the flow velocity of the refrigerant due to a sudden decrease in the refrigerant pressure immediately after the throttle passage of the pressure reducing device for heating (17). At the same time, it is possible to suppress an increase in turbulence caused by a rapid rise in the flow velocity of the refrigerant.
[0032]
Therefore, according to the sixth aspect, a sudden increase in the flow velocity of the refrigerant immediately after the throttle passage is suppressed, and the refrigerant passage noise in the heating mode can be further reduced.
[0033]
The invention according to claim 7 is characterized in that, in claim 4 or 5, the throttle passage of the heating decompression device (17) is constituted by a plurality of minute holes (170) that open in parallel.
[0034]
According to this, by arranging the plurality of minute holes (170) uniformly on the passage cross section of the second passage portion (18c), the refrigerant flow after decompression is made uniform on the passage cross section of the second passage portion (18c). Can be formed.
[0035]
In addition, the code | symbol in the parenthesis of each said means shows the correspondence with the concrete means described in embodiment mentioned later.
[0036]
BEST MODE FOR CARRYING OUT THE INVENTION
(1st Embodiment)
FIG. 1 shows a refrigeration cycle device for vehicle air conditioning according to a first embodiment. A compressor 10 is driven by a vehicle engine 12 via an electromagnetic clutch 11. A valve device 14 is provided in a discharge pipe 13 of the compressor 10.
[0037]
The valve device 14 includes an electromagnetic valve 15 that opens and closes a cooling passage, a differential pressure valve 16 that opens and closes a heating passage, a heating decompression device 17, and a check valve 21, which are formed as one component by a common housing member 140. The details will be described later with reference to FIG. A hot gas bypass passage 18 is formed inside the valve device 14, and a heating differential pressure valve 16 and a heating decompression device 17 are provided in the hot gas bypass passage 18. The solenoid valve 15 constitutes cooling valve means, and the differential pressure valve 16 constitutes heating valve means.
[0038]
The discharge pipe 13 of the compressor 10 is connected to the refrigerant inlet side of the condenser 19 via the cooling electromagnetic valve 15 of the valve device 14. A cooling pressure reducing device 20 is connected to the refrigerant outlet side of the condenser 19. In this embodiment, the cooling decompression device 20 is constituted by a fixed throttle. Specifically, a fixed-diameter (for example, about φ1.2 to 1.3 mm) pipe having a predetermined length has a pressure drop. Is used. The condenser 19 is cooled by the outside air blown by the electric cooling fan 19a.
[0039]
In addition, the valve device 14 can be attached and fixed to an appropriate portion (for example, an upper side plate or the like) of the condenser 19 via an appropriate mounting bracket (not shown), whereby the condenser 19 and the valve device 14 are connected. It can be integrated in advance before mounting on a vehicle.
[0040]
The check valve 21 is connected between the outlet side of the heating depressurizing device 17 of the hot gas bypass passage 18 and the outlet side of the cooling depressurizing device 20, and connects the hot gas bypass passage 18 to the condenser 19 in the heating mode. This is backflow prevention means for preventing the backflow of the refrigerant to the side. The hot gas bypass passage 18 is an extremely short passage from the inlet of the heating differential pressure valve 16 to the outlet of the heating pressure reducing device 17 inside the valve device 14.
[0041]
Then, the outlet of the hot gas bypass passage 18 and the outlet of the check valve 21 are merged, and the merged portion is connected to one inlet-side low-pressure pipe 22, and this one low-pressure pipe 22 is connected to the dashboard. Piping into the vehicle interior 25 through the hole 23. Here, the dashboard 23 partitions an engine room 24 and a vehicle interior 25 of the vehicle.
[0042]
An air conditioning unit 26 is arranged below the instrument panel (not shown) in the front part of the vehicle interior 25. In the air conditioning unit 26, an evaporator 28 is arranged downstream of the air-conditioning electric blower 27 in the air. A hot water heating heater core 29 is disposed further downstream of the evaporator 28.
[0043]
The low-pressure pipe 22 is connected to a refrigerant inlet of an evaporator 28, and an outlet-side low-pressure pipe 30 is connected to a refrigerant outlet of the evaporator 28. The pipe is connected to the room 24 and connected to the inlet of the accumulator 31 in the engine room 24, and the outlet of the accumulator 31 is connected to the suction port of the compressor 10 through the suction pipe 32.
[0044]
As is well known, the accumulator 31 separates the gas-liquid of the refrigerant flowing from the outlet side low-pressure pipe 30 of the evaporator 28 and stores the liquid refrigerant. The accumulator 31 sucks the gas refrigerant into the compressor 10 and discharges the lubricating oil. In order to return the refrigerant to the compressor 10, a part of the liquid refrigerant near the bottom of the accumulator tank is sucked into the compressor 10.
[0045]
In the air conditioning unit 26 described above, the evaporator 28 cools the air (vehicle interior air or outside air) blown by the air conditioning blower 27 by absorbing the latent heat of refrigerant evaporation in the cooling mode (or when dehumidification is required). In the winter heating mode, the evaporator 28 functions as a radiator because the high-temperature refrigerant gas (hot gas) flows from the hot gas bypass passage 18 to heat the air.
[0046]
Hot water (cooling water) of the vehicle engine 12 is circulated through the heater core 29 by a hot water pump (not shown) driven by the engine, thereby heating the air after passing through the evaporator using the hot water as a heat source. Air-conditioned air is blown into the vehicle interior 25 from an outlet (not shown) provided on the downstream side of the heater core 29 for heating.
[0047]
Further, the cooling solenoid valve 15 is opened and closed by being interrupted by the control signal from the air conditioning electronic control device 33. In addition to the cooling electromagnetic valve 15, the operation of electric devices such as the electromagnetic clutch 11, the electric cooling fan 19 a for the condenser, and the electric blower 27 for air conditioning is also controlled by the control signal of the electronic control unit 33 for air conditioning. As is well known, a detection signal of a sensor group 33a for detecting a vehicle environment condition, an operation signal of an operation member 33c of an air conditioning operation panel 33b, and the like are input to the air conditioning electronic control device 33.
[0048]
Next, a specific configuration of the valve device 14 will be described with reference to FIG. The housing member 140 of the valve device 14 is formed of a metal material such as aluminum or brass into a rectangular parallelepiped shape or the like, and the first and second passages 41 and 42 are opened at one end side (the right side in FIG. 2) of the housing member 140. Then, third and fourth passages 43 and 44 are opened at the other end (left side in FIG. 2).
[0049]
The first passage 41 is connected to the discharge side of the compressor 10, and the second passage 42 is connected to the inlet side of the condenser 19. The third passage 43 is connected to the inlet side of the evaporator 28, and the fourth passage 44 is connected to the outlet side of the condenser 19 via the cooling decompression device 20. These first to fourth passages 41 to 44 are also indicated by black dots at the corresponding portions in FIG.
[0050]
The solenoid valve 15 includes a valve body 15a that opens and closes a high-pressure passage 45 between the first passage 41 (compressor 10 discharge side) and the second passage 42 (condenser 19 inlet side). A spring 15b for applying a force, an electromagnetic coil 15c for generating an electromagnetic force for displacing the valve body 15a against the spring force of the spring 15b, and the like are provided.
[0051]
In FIG. 2, for simplicity of illustration, the solenoid valve 15 is illustrated as a direct acting type. However, since the valve body 15 a requires a large driving force to open and close the high-pressure passage 45, actually A sub-valve (pilot valve) driven by the electromagnetic force of the electromagnetic coil 47, and a main valve (corresponding to the valve 15a) which is displaced with the displacement of the sub-valve and opens and closes the high-pressure passage 45. The solenoid valve 15 is constituted by the pilot-type solenoid valve.
[0052]
FIG. 2 shows a state in which the solenoid valve 15 is closed. When the solenoid valve 15 is closed, the solenoid coil 15c is energized, and the valve body 15a is pressed against the valve seat 45a of the high-pressure passage 45 by the electromagnetic force of the solenoid coil 15c. 45 is closed. On the other hand, when the energization of the electromagnetic coil 15c is interrupted, the valve body 15a moves upward in FIG. 2 by the spring force of the spring 15b and is separated from the valve seat 45a of the high-pressure passage 45 to open the high-pressure passage 45. Open state.
[0053]
Next, the differential pressure valve 16 will be described. The differential pressure valve 16 is opened when the solenoid valve 15 is closed (FIG. 2) and is closed when the solenoid valve 15 is opened. Therefore, the differential pressure valve 16 is configured as follows.
[0054]
The differential pressure valve 16 has a first chamber 60 and a second chamber 61 located on the upper side and the lower side thereof. The first chamber 60 on the upper side is provided around the communication hole 62 and the valve body 15 a of the solenoid valve 15. The refrigerant communicates with the first passage 41 through the space, and the refrigerant pressure on the compressor discharge side is introduced. The lower second chamber 61 communicates with the second passage 42 via the communication hole 63 and the high-pressure passage 45, and the refrigerant pressure on the inlet side of the condenser 19 is introduced.
[0055]
In the first chamber 60, a cylindrical valve body 16a of the differential pressure valve 16 is disposed so as to be slidable in the vertical direction. The first chamber 60 and the second chamber 61 are hermetically partitioned by the large diameter portion 16b of the valve body 16a. In the second chamber 61, a spring 16c that generates a spring force for pressing the valve body 16a toward the valve seat 17a of the heating decompression device 17 is disposed. The heating decompression device 17 is configured by a fixed throttle having a small-diameter throttle passage. The throttle passage diameter d (FIG. 3) of the heating decompression device 17 is specifically, for example, about φ2.4 mm.
[0056]
Here, the operation of the differential pressure valve 16 will be described. When the solenoid valve 15 is in the closed state (FIG. 2), the refrigerant pressure on the discharge side of the compressor 10 is changed via the first passage 41 and the communication hole 62. It is introduced into 16 first chambers 60. However, since the high pressure passage 45 downstream of the valve body 15a is shut off from the high pressure side of the refrigeration cycle by closing the solenoid valve 15, the pressure of the high pressure passage 45, that is, the pressure of the second chamber 61, is reduced. The pressure drops to a pressure significantly lower than the refrigerant pressure.
[0057]
As a result, the pressure difference between the first chamber 60 and the second chamber 61 of the differential pressure valve 16 becomes equal to or higher than a set pressure (for example, 0.49 MPa) set by the spring force of the compression coil spring 16c. The valve element 16a moves downward due to the above pressure difference to open the valve seat 17a of the heating decompression device 17, and the differential pressure valve 16 is opened.
[0058]
On the other hand, when the solenoid valve 15 is opened, the pressure of the high-pressure passage 45 downstream of the solenoid valve 15 is introduced into the second chamber 61 of the differential pressure valve 16 through the communication hole 63. At the same time, the refrigerant pressure on the discharge side of the compressor 10 is introduced into the first chamber 60 of the differential pressure valve 16 through the first passage 41 and the communication hole 62.
[0059]
At this time, the pressure in the high pressure passage 45 is lower than the pressure in the first passage 41 by a predetermined value due to the restriction in the valve seat portion 45a, but the pressure difference causes a force in the valve opening direction (downward) of the valve body 16a. The spring force of the spring 16c is set such that the force in the valve closing direction (upward) of the valve body 16a due to the spring force of the spring 16c is larger than that. Therefore, when the solenoid valve 15 is opened, the valve body 16a of the differential pressure valve 16 is pressed against the valve seat 17a of the heating decompression device 17 by the spring force of the spring 16c, and the valve is closed.
[0060]
Next, the hot gas bypass passage 18 will be described. The hot gas bypass passage 18 is perpendicular to the direction of the throttle passage (vertical direction in FIG. 2) (right and left direction in FIG. 2) immediately after the throttle passage of the heating decompression device 17. ). Due to the right-angled passage arrangement, an opposing wall surface 18a is formed in the hot gas bypass passage 18 so as to face the outlet end of the throttle passage of the pressure reducing device 17 for heating.
[0061]
Here, the passage diameter D (FIG. 3) of the hot gas bypass passage 18 is set to be at least twice the diameter d of the throttle passage of the heating decompression device 17, that is, D ≧ 2d. Accordingly, the distance L (FIG. 3) between the opposed wall surface 18a of the hot gas bypass passage 18 and the outlet end of the throttle passage of the heating decompression device 17 is also at least twice as large as the throttle passage diameter d of the heating decompression device 17. That is, the relationship is set so that L ≧ 2d.
[0062]
Accordingly, if the throttle passage diameter d of the heating decompression device 17 is, for example, φ2.4 mm as described above, the passage diameter D and the distance L of the hot gas bypass passage 18 are 4.8 mm or more.
[0063]
The above-described right-angled passage arrangement unifies the valve body operating directions of the valves 15, 16 and 21 in one housing member 140 in the same direction (up and down direction in FIG. 2), and provides the valve device 14 (housing member). 140), the passage directions of the first to fourth passages 41 to 44 forming the connection portion with the external refrigerant passage are adopted in order to unify them in the direction perpendicular to the valve body operating direction (the left-right direction in FIG. 2).
[0064]
The outlet side of the hot gas bypass passage 18 communicates with the third passage 43. On the other hand, the fourth passage 44 joins the downstream portion of the hot gas bypass passage 18 via the low pressure passage 70 and communicates with the third passage 43. The check valve 21 is provided in the low-pressure passage 70 to prevent the refrigerant in the hot gas bypass passage 18 from flowing to the fourth passage 44 side.
[0065]
The check valve 21 has a disc-shaped valve 21a, a shaft 21b having one end connected to the valve 21a, and a stopper 21c connected to the other end of the shaft 21b. It has a configuration. The shaft 21b is slidably fitted in a passage hole of the valve seat 70a of the low-pressure passage 70.
[0066]
FIG. 2 shows a closed state of the check valve 21. When the heating differential pressure valve 16 is opened, the inlet pressure of the low-pressure passage 70 (the pressure on the fourth passage 44 side) <the outlet pressure of the low-pressure passage 70 (the third passage). (43 side pressure) in the opposite direction, the valve body 21a is pressed against the valve seat 70a of the low-pressure passage 70 as shown in FIG. 2, and the check valve 21 is closed.
[0067]
On the other hand, when the heating differential pressure valve 16 is closed, a forward pressure state occurs in which the inlet pressure of the low-pressure passage 70 (pressure on the fourth passage 44)> the outlet pressure of the low-pressure passage 70 (pressure on the third passage 43). Therefore, the valve body 21a is separated from the valve seat 70a of the low-pressure passage 70 and moves upward in FIG. As a result, the check valve 21 is opened. Then, in the valve open state, the stopper portion 21c is locked to the wall portion of the valve seat portion 70a, so that the valve opening position of the check valve 21 is defined and held at a predetermined position.
[0068]
Next, the operation of the first embodiment in the above configuration will be described. Now, when the cooling mode is selected by the operation member 33c of the air-conditioning operation panel 33b, the electromagnetic clutch 11 is energized, the electromagnetic clutch 11 is connected, and the compressor 10 is driven by the vehicle engine 12. When the cooling mode is selected, the electromagnetic coil 15c of the electromagnetic valve 15 is de-energized by the control signal of the electronic control unit 33 for air conditioning.
[0069]
As a result, in the solenoid valve 15, the valve body 15a moves upward from the position in FIG. 2 by the spring force of the spring 15b to open the high-pressure passage 45, and the solenoid valve 15 is opened. As a result, in the differential pressure valve 16, the pressure difference between the first chamber 60 and the second chamber 61 becomes small, and the valve body 16a of the differential pressure valve 16 is moved to the valve seat 17a of the heating decompression device 17 by the spring force of the spring 16c. The crimping is performed, and the differential pressure valve 16 maintains the closed state.
[0070]
Then, the discharge gas refrigerant of the compressor 10 passes from the first passage 41 of the valve device 14 through the high-pressure passage 45, flows out of the second passage 42 to the outside of the valve device 14, and flows into the condenser 19. In the condenser 19, the refrigerant is cooled and condensed by the outside air blown by the cooling fan 19a.
[0071]
Then, the condensed refrigerant after passing through the condenser is depressurized by the cooling depressurizing device 20 constituted by a fixed throttle, and becomes a low-temperature low-pressure gas-liquid two-phase state. Next, the low-pressure refrigerant flows into the valve device 14 again from the fourth passage 44. At this time, a forward pressure acts on the check valve 21 in the low-pressure passage 70 to open the check valve 21. Accordingly, the low-pressure refrigerant flows out of the valve device 14 from the third passage 43 through the low-pressure passage 70, and further flows into the evaporator 28 through the low-pressure pipe 22.
[0072]
In the evaporator 28, the low-pressure refrigerant absorbs heat from the conditioned air blown by the blower 27 and evaporates. The conditioned air cooled by the evaporator 28 is blown into the vehicle interior 25 to cool the vehicle interior 25. The gas refrigerant evaporated by the evaporator 28 is separated into a gas refrigerant and a liquid refrigerant in the accumulator 31 by a density difference, and the gas refrigerant is sucked into the compressor 10. At the same time, a small amount of the liquid refrigerant accumulated on the lower side in the accumulator 31 is sucked into the compressor 10 together with the lubricating oil.
[0073]
On the other hand, when the heating mode of the hot gas heater is selected in winter, the electromagnetic clutch 11 is energized by the control signal of the electronic control unit 33 for air conditioning, and the compressor 10 is driven by the vehicle engine 12. When the heating mode is selected, the electromagnetic coil 15c of the electromagnetic valve 15 is energized by the control signal of the electronic control unit 33 for air conditioning.
[0074]
As a result, the valve element 15a of the solenoid valve 15 is pressed against the valve seat 45a of the high pressure passage 45 as shown in FIG. 2 to close the high pressure passage 45, and the solenoid valve 15 is closed. As a result, in the differential pressure valve 16, the pressure difference of the pressure of the first chamber 60> the pressure of the second chamber 61 rapidly increases, and when the pressure difference becomes equal to or higher than the set pressure, the valve body 16a of the differential pressure valve 16 sets the spring 16c. Moves downward against the spring force of (1), and separates from the valve seat 17a of the heating decompression device 17. As a result, the differential pressure valve 16 is opened as shown in FIG. 2, and the throttle passage constituting the pressure reducing device for heating 17 is opened, so that the hot gas bypass passage 18 is opened.
[0075]
Accordingly, the high-temperature and high-pressure discharge gas refrigerant (superheated gas refrigerant) of the compressor 10 passes through the first passage 41 of the valve device 14, the communication hole 62, and the first chamber 60, and passes through the throttle passage of the pressure reducing device 17 for heating. As a result, the gas refrigerant discharged from the compressor 10 is depressurized by the heating decompression device 17 to a predetermined pressure.
[0076]
Thereafter, the depressurized gas refrigerant flows through the hot gas bypass passage 18, flows out of the third passage 43 to the outside of the valve device 14, and further flows through the low-pressure pipe 22 and flows into the evaporator 28. The high-temperature gas refrigerant radiates heat to the blown air in the evaporator 28 to heat the blown air. The air heated by the evaporator 28 is again heated by the hot water heat source by the heater core 29 and then blown out into the vehicle interior.
[0077]
On the other hand, the gas refrigerant radiated by the evaporator 28 passes through the accumulator 31 and is sucked into the compressor 10 and is compressed again. In the heating mode, the pressure of the hot gas bypass passage 18> the pressure of the fourth passage 44, so that the valve body 21a of the check valve 21 moves downward from the valve opening position and the low pressure passage as shown in FIG. 70 is pressure-bonded to the valve seat 70a. As a result, the check valve 21 is closed. Therefore, it is possible to prevent the high-temperature gas refrigerant in the hot gas bypass passage 18 from flowing backward to the condenser 19 through the low-pressure passage 70 and the cooling depressurizing device 20 and to cause the refrigerant to stay in the condenser 19 (stagnation phenomenon).
[0078]
By the way, in the heating mode, the gas discharged from the compressor is rapidly reduced in pressure in the throttle passage of the pressure reducing device for heating 17 and is ejected from the throttle passage at a high speed. At this time, since the hot gas bypass passage 18 is arranged at right angles to the throttle passage of the heating decompression device 17, the high-speed gas jet collides with the opposed wall surface 18 a of the hot gas bypass passage 18. Occurs.
[0079]
Thus, in the present embodiment, the hot gas bypass passage 18 is set so that the passage diameter D (FIG. 3) is at least twice (D ≧ 2d) the throttle passage diameter d of the heating decompression device 17, The distance L between the opposed wall surface 18a of the gas bypass passage 18 and the outlet end of the throttle passage of the heating decompression device 17 is at least twice (L ≧ 2d) the diameter d of the throttle passage of the heating decompression device 17. I have to.
[0080]
According to this, the opposing wall surface 18a is kept away from the outlet end of the throttle passage of the heating decompression device 17, and the collision speed of the gas jet flow against the opposing wall surface 18a can be reduced. Due to the decrease in the collision velocity, turbulence (vortex flow) caused by the right-angled flow of the gas ejection flow can also be suppressed. By simultaneously reducing the collision velocity of the gas ejection flow and suppressing the turbulent flow, the refrigerant passage noise can be effectively reduced.
[0081]
Next, the effect of reducing the refrigerant passage noise according to the present embodiment will be specifically described with reference to FIG. FIG. 4 shows that the diameter d of the throttle passage of the heating decompression device 17 is fixed to φ2.4 mm, while the diameter D of the hot gas bypass passage 18 is φ3.2 mm, φ3.7 mm, φ4.0 mm, φ5.0 mm, φ7. When the diameter is changed to 0.0 mm, a noise level of D = φ3.2 mm (passage diameter ratio D / d = 1.33) is set as a reference, and the effect of reducing the refrigerant passing sound is summarized.
[0082]
As can be understood from FIG. 4, for the reference comparative example of D = φ3.2 mm (D / d = 1.33), D = φ5.0 mm (D / d = 2.08) and D = φ7. In the case of the present embodiment where the diameter was 2.0 mm (D / d = 2.92), it was confirmed that the refrigerant passing sound could be reduced by about 5 dB by reducing the collision velocity and suppressing the turbulent energy. On the other hand, it was confirmed that when D = φ4.0 mm (D / d = 1.67), the effect of reducing the refrigerant passage noise was hardly obtained.
[0083]
In FIG. 4, the effect of reducing the refrigerant passing sound is based on the actually measured value of the refrigerant passing sound in the frequency range of 6 to 10 kHz, and is represented by a sound pressure level difference (dB difference) from the reference comparative example. I have.
[0084]
On the other hand, the collision velocity and the turbulence energy are based on the flow analysis result by the computer simulation, and the turbulence energy (m 2 / S 2 ) Is の of the sum of the variances of the fluctuation speed components fluctuating around the average speed, and is obtained by dividing the kinetic energy of the fluctuation speed component per unit volume by the fluid density.
[0085]
FIG. 5 shows the relationship between the passage diameter ratio D / d and the turbulent flow energy, and FIG. 6 shows the relationship between the passage diameter ratio D / d and the collision speed. As can be seen from FIGS. 5 and 6, when the ratio D / d of the passage diameter is twice or more, both the effect of suppressing the turbulent flow energy and the effect of reducing the collision speed can be effectively exhibited.
[0086]
(2nd Embodiment)
In the first embodiment, the hot gas bypass passage 18 is arranged at a right angle to the outlet side of the throttle passage of the heating decompression device 17. However, in the second embodiment, as shown in FIG. The hot gas bypass passage 18 includes a first passage portion 18b located on the inlet side of the throttle passage of the heating decompression device 17, and a second passage portion 18c located on the outlet side of the throttle passage of the heating decompression device 17, The first passage portion 18b is formed in a bent passage shape in which the flow of the refrigerant bends at a right angle.
[0087]
Since the inlet of the first passage portion 18b is opened and closed by the differential pressure valve 16, the passage direction of the inlet of the first passage portion 18b is the valve operating direction of the refrigerant differential pressure valve 16 (the vertical direction in FIG. 7). Is the same as). Therefore, the first passage portion 18b is configured to bend the refrigerant flow, which coincides with the valve operating direction of the refrigerant differential pressure valve 16, at a right angle. On the other hand, the second passage portion 18c is disposed so as to communicate linearly with the direction of the throttle passage (the left-right direction in FIG. 7) of the heating decompression device 17.
[0088]
According to the second embodiment, since a right-angled bent passage portion is formed in the first passage portion 18b located on the inlet side of the throttle passage of the heating decompression device 17, the high-pressure refrigerant whose flow velocity has not increased before decompression is formed. It will pass through a right-angled bending passage. Therefore, even if a collision occurs due to the right-angled flow of the refrigerant in the first passage portion 18b, both the collision speed and the turbulent flow energy can be suppressed to a small state.
[0089]
In addition, since the second passage portion 18c communicates linearly with the outlet side of the throttle passage of the heating decompression device 17, the wall surface of the second passage portion 18c faces the outlet end of the throttle passage of the heating decompression device 17. I can't. As a result, a phenomenon does not occur in which the gas ejection flow ejected from the heating decompression device 17 at a high speed collides with the wall surface of the second passage portion 18c. As described above, even when a right-angled bent passage portion is formed in a part (first passage portion 18b) of the hot gas bypass passage 18, it is possible to effectively reduce the refrigerant passing sound caused by the right-angled flow of the refrigerant.
[0090]
(Third embodiment)
In the second embodiment, the second passage portion 18c linearly communicating with the outlet side of the throttle passage of the heating decompression device 17 is formed in a tubular passage shape in which the passage area is maintained constant. In the embodiment, as shown in FIGS. 8 and 9, the second passage portion 18c has a tapered shape in which the passage area increases toward the downstream side of the refrigerant flow.
[0091]
FIG. 9 shows an example of specific dimensions of the third embodiment. The diameter of the first passage portion 18b of the hot gas bypass passage 18 is φ3.2 mm, the diameter of the throttle passage of the heating decompression device 17 is φ2.4 mm, The length of the throttle passage of the heating decompression device 17 is 3.5 mm, the length of the second passage portion 18c is 6.5 mm, and the taper angle is 20 °.
[0092]
According to the third embodiment, the same operation and effect as the second embodiment can be exhibited. In addition, since the passage area of the second passage portion 18c located on the outlet side of the throttle passage of the heating decompression device 17 is gradually increased by the tapered shape, it is possible to alleviate a sudden drop in the refrigerant pressure at the throttle passage outlet. it can. As a result, it is possible to suppress a sudden increase in the flow velocity of the refrigerant due to a sudden decrease in the refrigerant pressure immediately after the throttle passage of the heating decompression device 17. At the same time, it is possible to suppress an increase in turbulence caused by a rapid rise in the flow velocity of the refrigerant. Thereby, in the third embodiment, the refrigerant passage sound in the heating mode can be further reduced than in the second embodiment.
[0093]
(Fourth embodiment)
In the above-described second embodiment, the throttle passage of the heating decompression device 17 is formed by a single circular passage hole. However, in the fourth embodiment, as shown in FIGS. The aperture passage of the device 17 is formed by a plurality of minute holes 170 opening in parallel.
[0094]
FIG. 11B shows a planar arrangement shape of a plurality of minute holes 170 forming a throttle passage of the heating decompression device 17. In the example shown in FIG. In this configuration, the minute holes 170 are arranged at equal intervals.
[0095]
FIG. 11 shows an example of specific dimensions of the fourth embodiment, where the diameter of the first passage portion 18b of the hot gas bypass passage 18 is 3.2 mm, and the diameter of the second passage portion 18c is 6 mm. The diameter of the small holes 170 is set so that the total passage area of the five small holes 170 of the heating decompression device 17 is the same as the passage area of the single-hole throttle passage of the second embodiment. It is. Specifically, when the diameter of the throttle passage formed by a single hole is φ2.4 mm, the diameter of the five minute holes 170 is φ1 mm.
[0096]
According to the fourth embodiment, the same operation and effect as the second embodiment can be exhibited. In addition, since the throttle passages of the heating decompression device 17 are formed by the plurality of minute holes 170 that open in parallel, the refrigerant from the first passage portion 18b branches and flows into the plurality of minute holes 170, respectively. As a result, the pressure is reduced and flows to the second passage portion 18c.
[0097]
Therefore, by arranging the plurality of micro holes 170 uniformly on the passage cross section of the second passage portion 18c as shown in FIG. 11B, the flow of the refrigerant after the pressure reduction is uniform on the passage cross section of the second passage portion 18c. Can be formed.
[0098]
FIG. 12 shows the effect of reducing the collision speed according to the third and fourth embodiments in comparison with a comparative example. Here, the comparative example is the same as the comparative example of D / d = 1.33 at the top of FIG. 4, and the third embodiment is designed with the specific dimensions of FIG. The form was designed with the specific dimensions of FIG.
[0099]
The collision speed according to the third and fourth embodiments is a collision speed due to a right-angle flow in the first passage portion 18b, and can be significantly reduced as compared with the comparative example. Further, the collision speed according to the third and fourth embodiments can be further reduced than the collision speed according to the first embodiment (FIG. 4).
[0100]
(Other embodiments)
In the above-described first to fourth embodiments, the bending shape of the refrigerant passage before and after the throttle passage of the heating decompression device 17 is a right-angled bending shape. The present invention can be similarly applied to a large obtuse bent shape or an acute bent shape having a smaller bend angle than a right angle.
[0101]
In the second to fourth embodiments, the second passage portion 18c located on the outlet side of the throttle passage of the heating decompression device 17 communicates linearly with the direction of the throttle passage of the heating decompression device 17. However, the second passage portion 18c may be communicated with the second passage portion 18c at a slight angle with respect to the direction of the throttle passage of the heating pressure reducing device 17.
[0102]
That is, the linear communication of the second passage portion 18c is not limited to a completely linear communication, but also includes a communication with a slight inclination.
[0103]
In the first to fourth embodiments, the cooling decompression device 20 is formed separately from the valve device 14. However, the cooling decompression device 20 is fixed with a short passage length such as an orifice and a nozzle. The cooling pressure reducing device 20 may be formed integrally with the inside of the housing member 140 of the valve device 14 by using a throttle. That is, a fixed throttle constituting the cooling decompression device 20 may be disposed in the fourth passage 44 of the housing member 140.
[Brief description of the drawings]
FIG. 1 is an overall system diagram of a refrigeration cycle device for vehicle air conditioning according to a first embodiment of the present invention.
FIG. 2 is a cross-sectional view of the valve device according to the first embodiment.
FIG. 3 is an enlarged view of a main part of FIG. 2;
FIG. 4 is a table showing the effect of reducing refrigerant passage noise according to the first embodiment.
FIG. 5 is a graph showing an analysis result of turbulence energy according to the first embodiment.
FIG. 6 is a graph showing an analysis result of a collision speed according to the first embodiment.
FIG. 7 is a sectional view of a valve device according to a second embodiment.
FIG. 8 is a sectional view of a valve device according to a third embodiment.
FIG. 9 is an enlarged view of a main part of FIG. 8;
FIG. 10 is a sectional view of a valve device according to a fourth embodiment.
FIG. 11 is an enlarged view of a main part of FIG. 10;
FIG. 12 is a table showing the effect of reducing the collision speed according to the third and fourth embodiments.
FIG. 13 is a sectional view of a valve device according to the invention of the prior application.
[Explanation of symbols]
10: compressor, 15: solenoid valve (valve means for cooling),
16 ... differential pressure valve (heating valve means), 17 ... heating decompression device,
18 hot gas bypass passage, 18a opposed wall surface, 18b first passage portion,
18c: second passage portion, 19: condenser, 20: cooling decompression device, 21: check valve, 28: evaporator, 45: high pressure passage, 70: low pressure passage, 140: housing member.

Claims (7)

冷房用減圧装置（２０）にて減圧された低圧冷媒が蒸発器（２８）で蒸発して空気を冷却する冷房モードと、圧縮機（１０）吐出側のガス冷媒を前記蒸発器（２８）に直接導入して前記蒸発器（２８）で放熱させる暖房モードとを切り替える冷凍サイクル装置に用いる弁装置において、
ハウジング部材（１４０）と、
前記ハウジング部材（１４０）に設けられ、前記冷房モードと前記暖房モードとの冷媒流れを切り替える弁手段（１５、１６）と、
前記ハウジング部材（１４０）に設けられ、前記暖房モード時に前記圧縮機（１０）吐出側のガス冷媒が前記蒸発器（２８）の入口側に向かって流れるホットガスバイパス通路（１８）と、
前記ハウジング部材（１４０）に設けられ、前記ホットガスバイパス通路（１８）を通過する前記ガス冷媒を減圧する暖房用減圧装置（１７）とを備え、
前記暖房用減圧装置（１７）の絞り通路出口側に、前記ホットガスバイパス通路（１８）が前記絞り通路の方向と所定角度で曲がるように配置され、
前記暖房用減圧装置（１７）の絞り通路出口端から、前記出口端に対向する前記ホットガスバイパス通路（１８）の対向壁面（１８ａ）までの距離（Ｌ）を、前記暖房用減圧装置（１７）の絞り通路径（ｄ）の２倍以上としたことを特徴とする冷凍サイクル装置に用いる弁装置。A cooling mode in which the low-pressure refrigerant decompressed by the cooling decompression device (20) evaporates in the evaporator (28) to cool the air, and a gas refrigerant on the discharge side of the compressor (10) is supplied to the evaporator (28). In a valve device used for a refrigeration cycle device that switches between a heating mode in which heat is directly introduced and heat is released in the evaporator (28),
A housing member (140);
Valve means (15, 16) provided on the housing member (140) for switching a refrigerant flow between the cooling mode and the heating mode;
A hot gas bypass passage (18) provided in the housing member (140), wherein a gas refrigerant on a discharge side of the compressor (10) flows toward an inlet side of the evaporator (28) in the heating mode;
A heating decompression device (17) provided on the housing member (140) and configured to decompress the gas refrigerant passing through the hot gas bypass passage (18);
The hot gas bypass passage (18) is arranged on the outlet side of the throttle passage of the heating decompression device (17) so as to bend at a predetermined angle with respect to the direction of the throttle passage.
The distance (L) from the outlet end of the throttle passage of the heating decompression device (17) to the opposed wall surface (18a) of the hot gas bypass passage (18) facing the outlet end is determined by the heating decompression device (17). 3. A valve device for use in a refrigeration cycle device, wherein the diameter of the throttle passage is twice or more the diameter (d) of the throttle passage. 前記ホットガスバイパス通路（１８）が前記暖房用減圧装置（１７）の絞り通路の方向に対して直角方向に向くように配置され、
前記ホットガスバイパス通路（１８）の通路径（Ｄ）を前記暖房用減圧装置（１７）の絞り通路径（ｄ）の２倍以上としたことを特徴とする請求項１に記載の冷凍サイクル装置に用いる弁装置。The hot gas bypass passage (18) is disposed so as to face in a direction perpendicular to the direction of the throttle passage of the heating decompression device (17),
The refrigeration cycle apparatus according to claim 1, wherein a passage diameter (D) of the hot gas bypass passage (18) is at least twice as large as a throttle passage diameter (d) of the heating decompression device (17). Valve device used for 前記弁手段として、前記暖房用減圧装置（１７）の絞り通路を開閉する暖房用弁手段（１６）を有し、
前記暖房用減圧装置（１７）の絞り通路方向が前記暖房用弁手段（１６）の作動方向と一致し、
前記ホットガスバイパス通路（１８）の通路方向が前記暖房用弁手段（１６）の作動方向と直角方向に向いていることを特徴とする請求項２に記載の冷凍サイクル装置に用いる弁装置。The valve means includes heating valve means (16) for opening and closing a throttle passage of the heating decompression device (17),
The direction of the throttle passage of the heating decompression device (17) coincides with the operation direction of the heating valve means (16);
The valve device for use in a refrigeration cycle apparatus according to claim 2, wherein a passage direction of the hot gas bypass passage (18) is perpendicular to an operation direction of the heating valve means (16). 冷房用減圧装置（２０）にて減圧された低圧冷媒が蒸発器（２８）で蒸発して空気を冷却する冷房モードと、圧縮機（１０）吐出側のガス冷媒を前記蒸発器（２８）に直接導入して前記蒸発器（２８）で放熱させる暖房モードとを切り替える冷凍サイクル装置に用いる弁装置において、
ハウジング部材（１４０）と、
前記ハウジング部材（１４０）に設けられ、前記冷房モードと前記暖房モードとの冷媒流れを切り替える弁手段（１５、１６）と、
前記ハウジング部材（１４０）に設けられ、前記暖房モード時に前記圧縮機（１０）吐出側のガス冷媒が前記蒸発器（２８）の入口側に向かって流れるホットガスバイパス通路（１８）と、
前記ハウジング部材（１４０）に設けられ、前記ホットガスバイパス通路（１８）を通過する前記ガス冷媒を減圧する暖房用減圧装置（１７）とを備え、
前記ホットガスバイパス通路（１８）に、前記暖房用減圧装置（１７）の絞り通路入口側に位置して前記ガス冷媒の流れを曲げる曲げ通路形状からなる第１通路部（１８ｂ）と、前記暖房用減圧装置（１７）の絞り通路出口側に位置して前記絞り通路の方向と略直線状に連通する第２通路部（１８ｃ）とを設けることを特徴とする冷凍サイクル装置に用いる弁装置。A cooling mode in which the low-pressure refrigerant decompressed by the cooling decompression device (20) evaporates in the evaporator (28) to cool the air, and a gas refrigerant on the discharge side of the compressor (10) is supplied to the evaporator (28). In a valve device used for a refrigeration cycle device that switches between a heating mode in which heat is directly introduced and heat is released in the evaporator (28),
A housing member (140);
Valve means (15, 16) provided on the housing member (140) for switching a refrigerant flow between the cooling mode and the heating mode;
A hot gas bypass passage (18) provided in the housing member (140), wherein a gas refrigerant on a discharge side of the compressor (10) flows toward an inlet side of the evaporator (28) in the heating mode;
A heating decompression device (17) provided on the housing member (140) and configured to decompress the gas refrigerant passing through the hot gas bypass passage (18);
A first passage portion (18b) having a bent passage shape positioned at the inlet side of the throttle passage of the heating decompression device (17) and configured to bend the flow of the gas refrigerant, in the hot gas bypass passage (18); A valve device for use in a refrigeration cycle device, comprising: a second passage portion (18c) located on the outlet side of the throttle passage of the pressure reducing device for use (17) and communicating with the direction of the throttle passage substantially linearly. 前記弁手段として、前記第１通路部（１８ｂ）を開閉する暖房用弁手段（１６）を有し、
前記第１通路部（１８ｂ）は、前記暖房用弁手段（１６）の作動方向と一致する冷媒流れを前記暖房用減圧装置（１７）の絞り通路入口側に向けて直角に曲げる形状になっていることを特徴とする請求項４に記載の冷凍サイクル装置に用いる弁装置。The valve means includes a heating valve means (16) for opening and closing the first passage portion (18b),
The first passage portion (18b) has a shape in which a refrigerant flow corresponding to the operation direction of the heating valve means (16) is bent at a right angle toward the throttle passage entrance side of the heating decompression device (17). The valve device used for the refrigeration cycle device according to claim 4, wherein 前記第２通路部（１８ｃ）の少なくとも入口部を冷媒流れの下流に向かって通路面積が拡大するテーパ形状に形成したことを特徴とする請求項４または５に記載の冷凍サイクル装置に用いる弁装置。The valve device used for a refrigeration cycle device according to claim 4 or 5, wherein at least an inlet portion of the second passage portion (18c) is formed in a tapered shape in which a passage area increases toward a downstream side of the refrigerant flow. . 前記暖房用減圧装置（１７）の絞り通路を並列に開口する複数の微***（１７０）により構成したことを特徴とする請求項４または５に記載の冷凍サイクル装置に用いる弁装置。The valve device for use in a refrigeration cycle device according to claim 4 or 5, wherein a throttle passage of the heating decompression device (17) is constituted by a plurality of minute holes (170) opening in parallel.
JP2002187765A 2002-06-27 2002-06-27 Valve device used in refrigeration cycle equipment Expired - Fee Related JP4062988B2 (en)

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