JPS58123064A - Air conditioner for automobile - Google Patents
Air conditioner for automobileInfo
- Publication number
- JPS58123064A JPS58123064A JP461882A JP461882A JPS58123064A JP S58123064 A JPS58123064 A JP S58123064A JP 461882 A JP461882 A JP 461882A JP 461882 A JP461882 A JP 461882A JP S58123064 A JPS58123064 A JP S58123064A
- Authority
- JP
- Japan
- Prior art keywords
- compressor
- control valve
- suction
- cooling capacity
- evaporator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
- F25B2400/07—Details of compressors or related parts
- F25B2400/075—Details of compressors or related parts with parallel compressors
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
この発明は自動車用空気調和に係夛、特に車室内の熱負
荷が小さい時は冷凍サイクル内の制御弁を閉じて冷房能
力を下け、かつ圧縮機の入力を下げることができるよう
にした。自動車用空気調和装置の改良に関するものであ
る。[Detailed Description of the Invention] This invention relates to air conditioning for automobiles, and in particular, when the heat load inside the vehicle is small, the control valve in the refrigeration cycle is closed to lower the cooling capacity and the compressor input. I made it possible. This invention relates to the improvement of air conditioners for automobiles.
従来自動車用空気調和装置の冷凍サイクルは第１図に示
すように構成されている。すなわち第１図において、（
ｌ）は圧縮機、（３）は凝縮器、（４）はレシーバドラ
イヤー、（５）は膨張弁、（７）は蒸発器である。これ
らを直列に接続した閉ループの冷凍サイクルでは圧縮機
（１）で高温・高圧にした冷媒を凝縮器（３）により常
温・高圧にしレシーバドライヤー（４）で脈流をなくし
たあと、膨張弁（５）で膨張させ低温・低圧にし蒸発器
（７）で吸熱する。The refrigeration cycle of a conventional automobile air conditioner is constructed as shown in FIG. That is, in Figure 1, (
1) is a compressor, (3) is a condenser, (4) is a receiver dryer, (5) is an expansion valve, and (7) is an evaporator. In a closed-loop refrigeration cycle in which these are connected in series, the compressor (1) brings the refrigerant to high temperature and high pressure, and the condenser (3) brings the refrigerant to room temperature and high pressure. After eliminating pulsation in the receiver dryer (4), the expansion valve ( In step 5), it is expanded to a low temperature and pressure, and heat is absorbed in the evaporator (7).
しかしこの構成では連続高速運転時やいったん車室内温
度が下がった後は冷房過負荷になりサーミスタが冷却器
からの冷気の吹出し温度を検知してコントローラにより
圧縮機に伝達し。However, with this configuration, during continuous high-speed operation or once the temperature inside the vehicle has dropped, cooling overload occurs, and the thermistor detects the temperature of cold air blown from the cooler, which is then transmitted to the compressor by the controller.
圧縮機は頻繁にＯＮ −ＯＦＦを繰返す。それとともに
吹出し温度は上下するが、車内ブロアの風量はほぼ一定
のため、車室内温度も０Ｎ−ＯＦＦ動作のサイクルで上
下してしまい温度ムラの原因となっていた。しかも頻繁
におこるＯＮ −ＯＦＦ動作のために圧縮機の寿命を短
くするとともにその際のエンジン回転数の変動がもたら
す大きなショックは運転者にとっても不快である等の欠
点があった。The compressor is frequently turned on and off. At the same time, the blowout temperature rises and falls, but since the air volume of the in-vehicle blower is almost constant, the in-vehicle temperature also rises and falls during the ON-OFF operation cycle, causing temperature unevenness. Moreover, frequent ON-OFF operations shorten the life of the compressor, and the large shock caused by fluctuations in the engine speed at that time is also unpleasant for the driver.
この発明はこのような欠点を除去するため罠なされたも
ので、同軸で２シリンダの構造をなし、吸入口が２ケ所
で吐出口が１ケ所よりなるローリングピストン式能力可
変型圧縮機の吸入側の一方に制御弁を設け、それぞれの
吸入側と並列に密着して配置された２個の蒸発器とを接
続する。通常運転時は制御弁を全開にして本来の能力を
出し、連続高速運転時や車室内熱負荷が小さい時には制
御弁を閉じることＫよって片方の冷却器への冷媒の流入
を止めるとともに片方のシリンダへの冷媒の吸入をなく
して空回りさせる。これによって冷房能力を下げかっ、
圧縮機の入力を下げて圧縮機の負荷の低減と連続運転を
はかるととのできる自動車用空気調和装置を提供するこ
とを目的としている。This invention has been made to eliminate these drawbacks, and is intended for use on the suction side of a rolling piston type variable capacity compressor, which has a coaxial, two-cylinder structure, and has two suction ports and one discharge port. A control valve is provided on one side of the evaporator, and the suction side of each evaporator is connected to two evaporators arranged in close contact with each other in parallel. During normal operation, the control valve is fully opened to achieve its original capacity, and during continuous high-speed operation or when the heat load inside the vehicle is small, the control valve is closed.This stops the flow of refrigerant into one cooler and also reduces the flow of refrigerant into one cylinder. Eliminates the intake of refrigerant to the engine and allows it to run idle. This reduces the cooling capacity,
It is an object of the present invention to provide an air conditioner for an automobile that can reduce the input of the compressor to reduce the load on the compressor and achieve continuous operation.
以下第２図に示す実施例においてこの発明の詳細な説明
すると、（１）はローリングピストン式能力可変形圧縮
機で、同軸で２シリンダの構造をなし、吸入管（２）＠
入口を２カ所、吐出口を１カ所より成っている。（３）
は凝縮器、（４）はレシーバドライヤー、（５）は膨張
弁、（６）はクーリングユニットで、第１蒸発器（７）
および第２蒸発器（８）を密着状態にして並列に配置し
、上記第１蒸発器（７）、圧縮機（１）の一方の吸入管
（２）側、凝縮器（３）。The present invention will be described in detail below with reference to the embodiment shown in FIG. 2. (1) is a rolling piston type variable capacity compressor, which has a coaxial two-cylinder structure, and has a suction pipe (2) @
It consists of two inlets and one outlet. (3)
is a condenser, (4) is a receiver dryer, (5) is an expansion valve, (6) is a cooling unit, and the first evaporator (7)
and a second evaporator (8) are arranged in parallel in close contact, the first evaporator (7), one suction pipe (2) side of the compressor (1), and the condenser (3).
レシーバドライヤー（４）および膨張弁（５）により冷
媒回路を構成している。（９」はコントローラで。A receiver dryer (4) and an expansion valve (5) constitute a refrigerant circuit. (9" is the controller.
一端入力側に車内温度または吹出空気温度を感知するサ
ーミスタαｑを設けている。ａυは開閉弁等の制御弁で
、上記コントローラ（８）とは電気的に接続されている
。α２は上記冷媒回路の膨張弁（５）以後を分岐した配
管で、第２蒸発器（８）、制御弁ａυおよび圧縮機（１
）の他方吸入管（２）側を直列に接続しである。なお、
第２図中、実線矢印は弁（５）が開いている場合、破線
矢印は弁（５）が閉じている場合の冷媒の流れを示す。A thermistor αq that senses the temperature inside the vehicle or the temperature of the blown air is provided on one end of the input side. aυ is a control valve such as an on-off valve, and is electrically connected to the controller (8). α2 is a pipe that branches after the expansion valve (5) of the refrigerant circuit, and includes the second evaporator (8), the control valve aυ, and the compressor (1
) and the other suction pipe (2) side are connected in series. In addition,
In FIG. 2, solid arrows indicate the flow of refrigerant when the valve (5) is open, and dashed arrows indicate the flow of the refrigerant when the valve (5) is closed.
このように構成された冷凍サイクルでは、車内熱負荷が
十分大きな時はサーミスタａすによりコントローラ（９
Ｊの出力で２通常は制御弁ｆｉυを全開し、冷媒は実線
矢印で示すように膨張弁（５）を通って第１蒸発器（７
）および第２蒸発器（８）の両方に流れ、それぞれ２ケ
所の吸入管＋２１ （２１より圧縮機（１１内に流入し
、圧縮された後、圧縮機（１）のシェル内で混合して吐
出口から吐出され、凝縮器（３）、レシーバドライヤー
（４）を通って膨張弁（５）Ｋ戻るサイクルを繰返す。In the refrigeration cycle configured in this way, when the heat load inside the vehicle is sufficiently large, the controller (9) is controlled by the thermistor a.
Normally, the control valve fiυ is fully opened at the output of
) and the second evaporator (8), respectively, and flows into the compressor (11 from 21 and compressed, then mixed in the shell of the compressor (1). The cycle is repeated by being discharged from the discharge port, passing through the condenser (3), the receiver dryer (4), and returning to the expansion valve (5)K.
次に、連続高速運転時や車内熱負荷が小さい時は、コン
トローラ４９１の出力で、制御弁ｎを閉じることによっ
て＄２蒸発器（８）および圧縮機（１）の他方吸入管（
２）側へ冷媒を流すのを止め、冷媒は第１蒸発器（７）
、圧縮機（１）の一方眼入管（２）側を通って圧縮機０
）内へ入いるサイクルで運転され冷房能力は下がり、な
おかつ圧縮機（りの入力も小さくなることで、圧縮機（
１）の負荷の低減と連続運転が可能となる。これＫよっ
て第３図に示すように、従来は時間が経過し車室内温度
が安定してくると蒸発器からの冷気の吹出し温度をサー
ミスタが検知して頻繁にＯＮ −０’ＦＦが行われてい
たが、この発明によれば、車室内温度が安定してくると
制御弁（６（を閉じることによって車室内熱負荷に応じ
た冷房能力を出すため車室内温度は一定になり、かつ、
圧縮機も負荷が軽減されることによって連続運転を行う
ようＫなりＯＮ −ＯＦＦ時のエンジン回転数変動に伴
う激しいショックもなくなる。また第４図、第５図は圧
縮機の回転数の変化による冷房能力と圧縮機入力の特性
で制御弁Ｔ６１を閉じることＫよって全回転数にわたっ
て冷房能力・入力ともに落ちることを表している。Next, during continuous high-speed operation or when the heat load inside the vehicle is small, the output of the controller 491 closes the control valve n to close the other suction pipe (
2) Stop the flow of refrigerant to the side, and the refrigerant is transferred to the first evaporator (7).
, the compressor 0 passes through the ocular inlet tube (2) side of the compressor (1).
), the cooling capacity decreases, and the input to the compressor ( ) also decreases, causing the compressor (
1) Load reduction and continuous operation are possible. Therefore, as shown in Fig. 3, conventionally, as time passes and the temperature inside the vehicle becomes stable, a thermistor detects the temperature of cold air blown from the evaporator and turns ON -0'FF frequently. However, according to the present invention, when the temperature in the vehicle interior becomes stable, the control valve (6) is closed to provide cooling capacity according to the heat load in the vehicle interior, so that the temperature in the vehicle interior becomes constant, and
Since the load on the compressor is reduced, the compressor can be operated continuously, and the severe shock caused by fluctuations in engine speed when turning on and off is eliminated. Furthermore, FIGS. 4 and 5 show that due to the characteristics of the cooling capacity and compressor input due to changes in the rotational speed of the compressor, both the cooling capacity and the input decrease over the entire rotational speed by closing the control valve T61.
ところで上記実施例ではローリングピストン式の圧縮機
を用いた冷凍サイクルを示したが。By the way, in the above embodiment, a refrigeration cycle using a rolling piston type compressor was shown.
マルチベーン式やバンケル式の圧縮機でも同様の冷凍サ
イクルをなすことで冷房能力と入力の制御は可能である
。またこの実施例では制御弁（６）を開閉弁としたが代
わりに電磁弁かエンジンの負圧を利用した切換弁でもよ
い。It is possible to control the cooling capacity and input by creating a similar refrigeration cycle with a multi-vane type or Wankel type compressor. Further, in this embodiment, the control valve (6) is an on-off valve, but it may alternatively be a solenoid valve or a switching valve that utilizes the negative pressure of the engine.
この発明は以上説明した通り２ケ所の吸入口と１ケ所の
吐出口をもり２シリンダのローリングピストン式能力可
変型圧縮機の一方の吸入側に制御弁を城付け、並列に配
置された２個の蒸発器とその圧縮機の２ケ所の吸入側を
それぞれ接続して冷凍サイクルをなすと、その制御弁の
操作によって蒸発器及び圧縮機のシリンダへの冷媒の流
れが制御できるようになり、連続高速運転時や車室内の
熱負荷が小さい時に冷房能力の低減と圧縮機の連続運転
と入力の低減が可能となり、同時に圧縮機の０Ｎ−０１
Ｐ’ＰＫ伴うエンジン回転数の変動によって生じるショ
ックが激減し、車室内温度も一定になることから運転者
へ快適な車内を提供できるとともに、圧縮機の寿命を大
幅に延ばすことができる等、この発明による利点は多大
である。As explained above, this invention is a two-cylinder rolling piston type variable capacity compressor with two suction ports and one discharge port, and a control valve is attached to one suction side of the compressor, and two control valves are arranged in parallel. By connecting the two suction sides of the evaporator and its compressor to form a refrigeration cycle, the flow of refrigerant to the cylinders of the evaporator and compressor can be controlled by operating the control valves, allowing continuous During high-speed operation or when the heat load inside the vehicle is small, the cooling capacity can be reduced, the compressor can operate continuously, and the input can be reduced.At the same time, the compressor's 0N-01
The shock caused by fluctuations in engine speed associated with P'PK is drastically reduced, and the temperature inside the vehicle remains constant, providing a comfortable interior for the driver, while also significantly extending the life of the compressor. The advantages of the invention are numerous.
第１図は従来の自動車用空気調和装置における冷媒回路
図、第２図はこの発明の実施例による自動車用空気調和
装置を示す冷媒回路図、第３図は冷房開始後の車室内温
度特性ン］、第４図はエンジン回転数と冷房能力との関
係特性曲線図、第５図はエンジン回転数と圧縮機の入力
との間の特性曲線図である。
（１）は圧縮機＃（２）は凝縮器、（３）はレシーバド
ライヤー、（４）は膨張弁、（６）はクーリングユニッ
ト。
（７）は第１蒸発器、（８）は第２蒸発器、 ＋ＩＩ＋
は開閉弁。
ａりは配管である。
なお各図中、同一符号は同一または相当部分を示すもの
である。
代理人 葛 野 信 −
工ンシ〉
口耘数Fig. 1 is a refrigerant circuit diagram of a conventional automobile air conditioner, Fig. 2 is a refrigerant circuit diagram showing an automobile air conditioner according to an embodiment of the present invention, and Fig. 3 is a diagram showing the temperature characteristics of the vehicle interior after cooling has started. ], FIG. 4 is a characteristic curve diagram of the relationship between engine speed and cooling capacity, and FIG. 5 is a characteristic curve diagram of the relationship between engine speed and compressor input. (1) is the compressor # (2) is the condenser, (3) is the receiver dryer, (4) is the expansion valve, and (6) is the cooling unit. (7) is the first evaporator, (8) is the second evaporator, +II+
is an on-off valve. A is the piping. In each figure, the same reference numerals indicate the same or corresponding parts. Agent Shin Kuzuno - Engineering
Claims (1)
を１カ所に備えたローリングピストン式能力可変型圧縮
機と並列に密着して置かれた２個の蒸発器からなるクー
リングユニットと圧縮機の２カ所の吸入側の一方に制御
弁を設け。 凝縮器、レシーバドライヤー、膨張弁をそれぞれ配管接
続した冷凍サイクルを備えて自動車の主エンジンを動力
源として運転させると通常は制御弁を全開処して定格の
冷房能力を出せるが。 車室内の熱負荷が小さい時は制御弁を閉じ冷厳の吸入を
なくして圧縮機の１シリンダを空回りさせることによっ
て冷房能力を下げ、かつ圧縮機の入力を下げることがで
きることを特徴とする自動車用空気調和装置。[Claims] Two evaporators placed closely in parallel with a rolling piston type variable capacity compressor that has a coaxial two-cylinder structure and has two suction ports and one discharge port. A control valve is installed on one of the two suction sides of the cooling unit and compressor. If a refrigeration cycle is equipped with a condenser, receiver dryer, and expansion valve connected to each other via piping, and the main engine of the car is used as the power source, normally the control valves will be fully opened to produce the rated cooling capacity. For automobiles, when the heat load in the vehicle interior is small, the control valve is closed to eliminate cold suction and allow one cylinder of the compressor to idle, thereby lowering the cooling capacity and reducing the compressor input. Air conditioner.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP461882A JPS58123064A (en) | 1982-01-14 | 1982-01-14 | Air conditioner for automobile |
| AU88645/82A AU534818B2 (en) | 1981-10-15 | 1982-09-23 | Air conditioner for automobiles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP461882A JPS58123064A (en) | 1982-01-14 | 1982-01-14 | Air conditioner for automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58123064A true JPS58123064A (en) | 1983-07-22 |
Family
ID=11589040
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP461882A Pending JPS58123064A (en) | 1981-10-15 | 1982-01-14 | Air conditioner for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58123064A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPWO2005010370A1 (en) * | 2003-07-28 | 2007-09-27 | ダイキン工業株式会社 | Refrigeration equipment |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS496938A (en) * | 1972-03-17 | 1974-01-22 | ||
| JPS4914555B1 (en) * | 1970-11-12 | 1974-04-08 | ||
| JPS4951964A (en) * | 1972-05-23 | 1974-05-20 | ||
| JPS504913A (en) * | 1973-03-09 | 1975-01-20 | ||
| JPS5081305A (en) * | 1973-11-17 | 1975-07-02 | ||
| JPS5114187A (en) * | 1974-06-18 | 1976-02-04 | Texaco Ag | |
| JPS5250133A (en) * | 1975-10-21 | 1977-04-21 | Toshiba Corp | Driving system of ic memory unit |
| JPS5274365A (en) * | 1975-12-18 | 1977-06-22 | Houden Seimitsu Kakou Kenkiyuu | Method of positioning by using optical device |
-
1982
- 1982-01-14 JP JP461882A patent/JPS58123064A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4914555B1 (en) * | 1970-11-12 | 1974-04-08 | ||
| JPS496938A (en) * | 1972-03-17 | 1974-01-22 | ||
| JPS4951964A (en) * | 1972-05-23 | 1974-05-20 | ||
| JPS504913A (en) * | 1973-03-09 | 1975-01-20 | ||
| JPS5081305A (en) * | 1973-11-17 | 1975-07-02 | ||
| JPS5114187A (en) * | 1974-06-18 | 1976-02-04 | Texaco Ag | |
| JPS5250133A (en) * | 1975-10-21 | 1977-04-21 | Toshiba Corp | Driving system of ic memory unit |
| JPS5274365A (en) * | 1975-12-18 | 1977-06-22 | Houden Seimitsu Kakou Kenkiyuu | Method of positioning by using optical device |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPWO2005010370A1 (en) * | 2003-07-28 | 2007-09-27 | ダイキン工業株式会社 | Refrigeration equipment |
| JP4591350B2 (en) * | 2003-07-28 | 2010-12-01 | ダイキン工業株式会社 | Refrigeration equipment |
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