JPS60179322A - Cooling and warming apparatus for car - Google Patents
Cooling and warming apparatus for carInfo
- Publication number
- JPS60179322A JPS60179322A JP3646884A JP3646884A JPS60179322A JP S60179322 A JPS60179322 A JP S60179322A JP 3646884 A JP3646884 A JP 3646884A JP 3646884 A JP3646884 A JP 3646884A JP S60179322 A JPS60179322 A JP S60179322A
- Authority
- JP
- Japan
- Prior art keywords
- refrigerant
- air
- heat exchanger
- vehicle interior
- outside
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00007—Combined heating, ventilating, or cooling devices
-
- 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
- F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
- F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Thermal Sciences (AREA)
- General Engineering & Computer Science (AREA)
Abstract
Description
【発明の詳細な説明】
E分野]
本発明は冷凍装置を搭載した自動車用冷暖房装置に関す
る。。DETAILED DESCRIPTION OF THE INVENTION Field E] The present invention relates to a heating and cooling system for an automobile equipped with a refrigeration system. .
[従来技術]
自動車にお1プる暖房!!i置は、1ンジン冷却水(温
水)を利用した温水ヒータが一般に用いられている。し
かし近年のエンジン効率の上胃に伴ない冷却水のエンジ
ンからの受熱量は低下の傾向にあり、例えば寒冷地での
ディーピルエンジンlrなどにおい1は冷却水の温度が
十分に上昇せず、温水ヒータの暖房能力が不足する場合
が生じる。イのため温水ヒータを使用づる代り、自動車
用冷房装置の冷凍サイクルを中室外側熱交換器r熱を外
気J:り汲−1げ、中室内側熱交換器C放熱さUるビー
1〜ポンプリーイクルとしC利用するピー1−ボン1式
冷暖房装置が知られ(いるが、外気を熱源とりるピー1
〜ボン1式冷暖房Cは冷媒としく通常)[]]ン系冷媒
R−1が用いられるため、外気温度がおよそ一2℃以上
が心数であり、温水ヒータの暖房能力が不足づる寒冷地
での使用は困難ひあった。[Conventional technology] One extra heating for your car! ! For the i-position, a hot water heater using engine cooling water (hot water) is generally used. However, in recent years, the amount of heat received by the cooling water from the engine has been decreasing as the engine efficiency has decreased. There may be cases where the heating capacity of the hot water heater is insufficient. Therefore, instead of using a hot water heater, the refrigeration cycle of the automobile cooling system is used to transfer the heat to the outside air heat exchanger, and the heat is radiated to the inside and outside heat exchanger C. A P1-Bon1 type air conditioning system that uses C as a pump recycle is known (although there are
~ Bon 1 type air conditioning/heating C is the refrigerant and usually)[]]N type refrigerant R-1 is used, so the outside temperature is approximately 12 degrees Celsius or more, and the heating capacity of the hot water heater is insufficient. It was difficult to use it.
また従来の車室内暖房においては、暖房中に内気(車室
内空気)循環を行うと乗員の呼吸4′Cどにより湿度が
J=昇し、ガラスのくもりを起すため、常に外気(車室
外空気)を空気調和vi置内に導入し、外気を加熱させ
車室内に放出している。このため車室内の暖かい空気は
常に外気導入量だ【ノ巾室外に排出され、この換気によ
り暖房能力の60%程度の熱mを車室外へ放出していた
。In addition, in conventional vehicle interior heating, when inside air (vehicle interior air) is circulated during heating, the humidity rises due to the occupant's breathing (4'C), causing fogging of the glass. ) is introduced into the air conditioner, heats the outside air, and releases it into the passenger compartment. For this reason, the warm air inside the vehicle is always discharged outside the vehicle at a rate equal to the amount of outside air introduced, and through this ventilation, about 60% of the heating capacity is released outside the vehicle.
[発明の目的]
本発明の目的は、単室外に放出(る熱m@有効利用する
ことにJ、り暖房能力を増大させる自動車用冷暖房装置
の提11kにある。[Object of the Invention] An object of the present invention is to provide a heating and cooling system for an automobile that increases the heating capacity by effectively utilizing the heat released outside a single room.
[発明の構成1
本発明の自動車)1]冷暖房装置は、冷媒を圧縮吐出す
る冷媒圧縮機と、冷媒を減圧膨張づる減圧装置と、単室
外に配設された中室外側熱52換器と、中室内に配設さ
れた2つ以−Fの車室内側熱交換器とを備え、冷房運転
時には前記中室外側熱交換器r車室外の空気にて冷媒を
凝縮させると共に1つ以上の前記車室内側熱交換器で車
室内に放出される空気にI冷媒を蒸発させ、暖房運転時
に1つ以上の前記111室内側熱交換器で車室内に放出
される空気にて冷媒を凝縮させると共に、他の1つ以上
の前記車室内側熱交換器で車室外に放出される空気にて
冷媒を蒸発させることを構成とする。[Configuration of the Invention 1 Automobile of the Invention] 1] The air conditioning system includes a refrigerant compressor that compresses and discharges a refrigerant, a pressure reducing device that depressurizes and expands the refrigerant, and a middle-outdoor-outside heat exchanger disposed outside a single room. , two or more vehicle interior side heat exchangers disposed in the interior of the vehicle; during cooling operation, the interior and exterior heat exchangers condense the refrigerant in the air outside the vehicle; The I refrigerant is evaporated in the air released into the vehicle interior by the vehicle interior heat exchanger, and the refrigerant is condensed in the air discharged into the vehicle interior by one or more of the 111 interior heat exchangers during heating operation. At the same time, the refrigerant is evaporated with air released outside the vehicle by one or more of the other heat exchangers on the inside of the vehicle.
し発明の効果]
上記構成よりなる本発明の自動車用冷暖房装置は、ピー
1暖房中プ暖m中、車室外に排出される暖められた空気
と、熱を汲上げる第3熱交換器とが熱交換されるため、
外気より−1分高い温度と熱交換できると共に中室外に
放出される熱線を回収づるため暖房能力を著しく向上さ
けることができる。[Effects of the Invention] The automotive air-conditioning system of the present invention having the above-mentioned configuration has a structure in which the heated air discharged outside the vehicle compartment and the third heat exchanger that pumps up the heat during P1 heating. Because heat is exchanged,
It is possible to exchange heat with the temperature -1 minute higher than the outside air, and the heating capacity can be significantly improved because the heat rays emitted to the outside of the room can be recovered.
[実施例J
つぎに本発明の自動車用冷暖房装置を図に示づ一実施例
に基づき説明する。[Embodiment J] Next, an automotive air conditioning system of the present invention will be explained based on an embodiment shown in the drawings.
第1図および第2図は本発明の第1実施例を示す。1 and 2 show a first embodiment of the invention.
1は自動車のエンジン2に締結しで設りられ、エンジン
回転を電磁クラッチ1△を介して断続的に伝達し、吸入
[11Bから吸い込んだ気相冷媒を圧縮し、吐出口1C
から冷媒流路配管3に111出する冷媒圧縮機。4はイ
ンポート4△、インIウドポー1〜4Bおよび4G、ア
ウトポー1−4Dを備え、前記冷媒圧縮機1から吐出さ
れた冷媒の流れ方向を変更させる電磁切換弁である四方
弁。5は自動車のエンジンルーム6の前部など外気と接
触性の良い場所に配設され、前記四方弁4のインアウト
ポート4Bに連絡する冷媒流路配管3に連絡した車室外
側熱交換器。7は車室8の前部の81器盤9内に装着さ
れlこ前席側空気調和装置10内に配設された車室内側
熱交換器。11は車室8の後部座席の後に装着されてい
る後席側空気調和!1tl112内に配設された車室内
側の2つめの熱交換器である第3熱交換器。13は冷媒
を気相と液相に分離し、車室内側熱交換器7J3J:び
第3熱交換器11に液相冷媒のみを供給するレシーバ。1 is connected to an automobile engine 2, and intermittently transmits the engine rotation through an electromagnetic clutch 1△, compresses the gas phase refrigerant sucked in from the suction port 11B, and connects it to the discharge port 1C.
A refrigerant compressor that outputs 111 from the refrigerant flow path piping 3. Reference numeral 4 denotes a four-way valve which is an electromagnetic switching valve that includes an import 4Δ, an input port 1 to 4B and 4G, and an output port 1 to 4D, and changes the flow direction of the refrigerant discharged from the refrigerant compressor 1. Reference numeral 5 denotes a heat exchanger outside the passenger compartment, which is disposed in a place having good contact with the outside air, such as the front part of the engine room 6 of the automobile, and is connected to the refrigerant passage piping 3 which connects to the in-out port 4B of the four-way valve 4. Reference numeral 7 denotes a heat exchanger on the inside of the passenger compartment, which is installed in the 81 panel 9 at the front of the passenger compartment 8 and arranged in the air conditioner 10 on the front seat side. 11 is the rear seat side air conditioner installed behind the rear seat of cabin 8! The third heat exchanger is the second heat exchanger on the inside of the vehicle interior and is disposed inside the 1tl112. A receiver 13 separates the refrigerant into a gas phase and a liquid phase and supplies only the liquid phase refrigerant to the vehicle interior heat exchanger 7J3J and the third heat exchanger 11.
14は前記第3熱交換器11の冷媒流入がね(上流)に
配設され、第3熱交換器11への冷媒の供給を停止さけ
る冷媒流路配管3の間rlJ装置(゛ある電磁弁。+1
5は冷房運転時のみ車室内側熱交換i7へ流入する冷媒
を断熱的に膨張させる前席用減圧装Wぐ、本実施例では
温度作動式膨張弁J、りなる。16は冷房運転時および
暖房運転時に第3熱交換器11へ流入づる冷媒を断熱的
に膨張さける後席用減圧装置で、本実施例では温度作動
式膨張弁よりなる。−り記構成よりなるデコアルエアコ
ンタイプの冷凍S!圓11は、lU!舅運転時に車室外
側熱交換器5への冷媒の流通を阻止づる逆止弁18と、
冷房運転時にレシーバ13および前席用減圧装[ff1
5を介さず車室内側熱交換器1に流入づる冷媒を阻止り
る逆止弁19と、暖房運転時に第3熱交換器11から四
方弁4のアウトボート4Dへの冷媒の逆流を防ぐ逆1)
:弁20とが冷媒流路配性3に設置ノられている。Reference numeral 14 indicates an RLJ device (a certain electromagnetic valve) disposed at the refrigerant inflow port (upstream) of the third heat exchanger 11, and between the refrigerant flow path pipes 3 to avoid stopping the supply of refrigerant to the third heat exchanger 11. .+1
Reference numeral 5 denotes a pressure reducing device W for the front seat, which adiabatically expands the refrigerant flowing into the cabin side heat exchange i7 only during cooling operation, and in this embodiment, a temperature-operated expansion valve J. Reference numeral 16 denotes a pressure reducing device for the rear seat that adiabatically prevents the refrigerant flowing into the third heat exchanger 11 from expanding during cooling and heating operations, and in this embodiment, it is comprised of a temperature-operated expansion valve. -Decoal air conditioner type refrigeration S with detailed configuration! En 11 is lU! A check valve 18 that prevents the flow of refrigerant to the heat exchanger 5 on the outside of the vehicle during operation;
During cooling operation, the receiver 13 and front seat pressure reducing system [ff1
A check valve 19 prevents refrigerant from flowing into the cabin heat exchanger 1 without going through the heat exchanger 5, and a check valve 19 prevents refrigerant from flowing back from the third heat exchanger 11 to the outboard 4D of the four-way valve 4 during heating operation. 1)
: A valve 20 is installed in the refrigerant flow path arrangement 3.
前記前席側空気調和!Ii置10は、第2図に承り如く
粗角上の必要から樹脂あるいは金属などより4rる複数
の組立体である前席側空調ケーシング21を用いて形成
されている。前席側空調ケーシング21の上流には外気
と内気とを切換え【前席側空調ケーシング21内に導入
する外気導入口22と内気導入[J23が設りられてお
り、内部に外気導入[]22か内気導入口23のどちら
か一方を車室8内の乗員の操作により塞ぐ内外気切換ダ
ンパ24が設置されている。前席側空調ケーシング21
内の内外気切換ダンパ24の下流には全断面にわたって
前記車室内側熱交換器7が配設され、前席側空調ケーシ
ング21の略中央には前席側空調ケーシング21内に空
気を導入し、前席側空調ケーシング21内および外部へ
の空気の流動を行う前席側送風機25が装着されている
。前席側送風機25の下流側には自動車エンジン2の冷
却水(温水)を熱源と(るヒータ:]726が設置され
−UJ3す、このヒータコア2Gの空気入[]側にはシ
ャツ[・27を中心にして回転自在なm度制御用の」−
アミクスダンパ28が設c)られている。ヒータコア2
6の空気入口側と、これに所定間隔を隔てて相対する前
部側空調ゲージング21の内面との間に冷風通路29が
形成されており、この冷風通路29を通過する冷に1の
mとヒータコア26に流入し加熱される空気(温風)の
量の割合を」ニアミクスダンパ28の開度によって調整
づるよう設番プられている。Air conditioning on the front seat side! As shown in FIG. 2, the front seat side air conditioning casing 21 is formed of a plurality of assemblies made of resin, metal, etc. due to the rough angle requirements. Upstream of the front seat side air conditioning casing 21, an outside air inlet 22 and an inside air introduction port 22 are provided to switch between outside air and inside air. An inside/outside air switching damper 24 is installed that closes either the inside air inlet 23 or the inside air inlet 23 by an operation of an occupant inside the vehicle interior 8. Front seat side air conditioning casing 21
The cabin heat exchanger 7 is disposed downstream of the inside/outside air switching damper 24 over the entire cross section, and air is introduced into the front seat side air conditioning casing 21 approximately at the center of the front seat side air conditioning casing 21. A front seat side blower 25 is installed to flow air into and outside the front seat side air conditioning casing 21. On the downstream side of the front seat side blower 25, a heater 726 is installed which uses the cooling water (warm water) of the automobile engine 2 as a heat source. For m-degree control that can be freely rotated around
An amics damper 28 is provided c). heater core 2
A cold air passage 29 is formed between the air inlet side of No. 6 and the inner surface of the front side air conditioning gauging 21 facing thereto at a predetermined interval. The number is set so that the ratio of the amount of air (warm air) that flows into the heater core 26 and is heated can be adjusted by the opening degree of the near mix damper 28.
またヒータニJ7i26への冷W水の供給は、自動車の
エンジン2のつA−タジャケツ1〜から冷却水路30に
より冷却水を取り出し、取り出された冷却水はエンジン
2内に装着されているつ4−タボンブにより吸引され再
びウォータジャケット内に戻るよう設番プられ、ヒータ
コア26の入口側で冷却水路30を開閉する水路開閉弁
31を設け、水路開閉弁31の駆動はエンジン2の発生
する吸気負圧を利用し、ばねとダ・イ\7フラムを内蔵
する負圧リーボ32と吸気負圧を負圧ナーボ32に導く
負圧管33を用い、負圧管33の中間部に設けられたN
磁三方弁ぐあるヴアキュームスイッチングバルブ34を
制御することによりと−タ]726への冷却水が供給さ
れる。ヒータコア26の下流側には車掌8内の計器盤9
の上部のフロンl−ガラスに送風を吹きつけるためのデ
フロスタ吹出口35が設けられ、このデフロスタ吹出口
35に連通lるデフロスタ連通口36が前面側空調ケー
シング21の上部に設けられ′C115す、このデフロ
スタ連通口36はシャフト37を中心に回動自在なデフ
ロスタ切換ダンパ38によって開閉される。In order to supply cold water to the heater tank J7i26, the cooling water is taken out from the A-ta jacket 1 of the automobile engine 2 through the cooling water passage 30, and the taken out cooling water is supplied to the A-ta jacket 1 of the engine 2 of the automobile. A waterway opening/closing valve 31 is provided on the inlet side of the heater core 26 to open and close the cooling waterway 30, which is designed to be sucked by the water jacket and returned to the water jacket. A negative pressure pipe 33 that guides the intake negative pressure to the negative pressure pipe 32 is used, and a N
Cooling water is supplied to the tank 726 by controlling the vacuum switching valve 34, which is a magnetic three-way valve. An instrument panel 9 in the conductor 8 is located downstream of the heater core 26.
A defroster outlet 35 for blowing air onto the freon glass is provided in the upper part of the front air conditioning casing 21, and a defroster communication port 36 communicating with the defroster outlet 35 is provided in the upper part of the front air conditioning casing 21. This defroster communication port 36 is opened and closed by a defroster switching damper 38 that is rotatable about a shaft 37.
前席側空調ケーシング21のデフロスタ連通]」36の
下流に下部には足元吹出連通口39が設Uられており、
この足元吹出連通口39には乗員の足元部に向りて送風
空気を吹出り一足元吹出口を形成した足元吹出ダク1〜
が連通される。足元吹出連通口39はシャツ(ト40を
中心として回転自在な足元吹出口切換ダンパ41によつ
℃開閉されるように設けられている。前席側空調ケーシ
ング21の最下流部には、乗員の上半身に向って計器盤
9の中央部および両→)−イド部より送風空気を吹出ず
ベント吹出[142が設けられている。Defroster communication of the front seat side air conditioning casing 21] A footwell outlet communication port 39 is provided at the bottom downstream of the defroster communication 36.
This foot air outlet 39 is provided with foot air outlet ducts 1 to 39, each of which blows air toward the passenger's foot area and forms a foot air outlet.
is communicated. The foot air outlet communication port 39 is provided to be opened and closed by a foot air outlet switching damper 41 that is rotatable around a shirt (40). A vent outlet [142] is provided to blow out air from the center and both sides of the instrument panel 9 toward the upper body of the driver.
前記後席側空気調和′@同12は、前記前席側空気調和
装置10同様樹脂あるいは金属などよりなる後席側空調
ケーシング43を用いて形成されている。The rear seat side air conditioner'@12 is formed using a rear seat side air conditioner casing 43 made of resin, metal, etc., like the front seat side air conditioner 10.
後席側空調ケーシング43は、1つの空気取入口44と
2つの排出に145.46リーなわら車室内排出口45
および車室外IJI出1146が形成され、空気取入口
44は自動車の車室8内に開り、1シており、空気取入
口44の内部には空気中に含まれる粉塵、悪臭を捕捉−
4る1アフイルタ47が配されている。:[アフィルタ
47の下流側には後席側空調ケーシング43内に空気を
導入し、車室内排出口45または単室外排出11146
がら空気を吐出さUる後席側送風機48が装着され、そ
の下流側には全断面にわたって第3熱交換器11が配設
されている。第3熱交換器11の下流側は車室8内に間
[]L/た車室内排出口45と車室8外に開口した車室
外排出口46との分岐路49とされ、分岐路49には車
室内排出口45に連通ずる車室内排出ダクト50か、車
室外排出口46に連通ずる車室外排出ダクト51のどら
らか一方を塞ぐ排出方向切換ダンパ52が設けられてい
る。排出方向切換ダンパ52の駆動は前記水路開閉弁3
1同様エンジン2の発生づる吸気負圧を利用し、ばねと
ダイ鬼7フラムを内蔵する負圧1ナーボ53と、吸気負
圧を負圧サーボ53に導く負圧管54を用い、負圧管5
4の中間部に設りられた電磁三方弁であるヴアキューム
スイッヂングバルブ55を通電制御することにより排出
方向切換ダンパ52を作動させる。The rear seat side air conditioning casing 43 has one air intake port 44 and two exhaust ports 45 and 145.46 mm.
An IJI outlet 1146 outside the vehicle is formed, and the air intake 44 opens into the vehicle interior 8, and the inside of the air intake 44 captures dust and bad odors contained in the air.
A 4-1 filter 47 is arranged. : [On the downstream side of the filter 47, air is introduced into the rear seat side air conditioning casing 43, and air is introduced into the vehicle interior exhaust port 45 or the single exterior exhaust 11146.
A rear seat side blower 48 that blows out air is installed, and a third heat exchanger 11 is disposed downstream of the rear seat side blower 48 over the entire cross section. The downstream side of the third heat exchanger 11 is a branch path 49 between a vehicle interior discharge port 45 that is located within the vehicle interior 8 and a vehicle exterior discharge port 46 that is open to the outside of the vehicle interior 8. is provided with a discharge direction switching damper 52 that blocks either an interior discharge duct 50 communicating with the vehicle interior discharge port 45 or a vehicle exterior discharge duct 51 communicating with the vehicle exterior discharge port 46. The discharge direction switching damper 52 is driven by the waterway opening/closing valve 3.
Similar to 1, the intake negative pressure generated by the engine 2 is utilized, and the negative pressure pipe 5
The discharge direction switching damper 52 is actuated by controlling the energization of a vacuum switching valve 55, which is an electromagnetic three-way valve provided in the middle of the pump.
上記構成よりなる自動!1[用冷暖房装置の操作は、第
3図に示す通電制御装置56により行われる。51は自
動車電源58に導通しており、ONりることにより自動
11の図示しない各電装品に通電を行うイグニッション
スイッチである。59はイグニッションスイッチ57に
連通され、ON”することにより前席側送風機25に通
電を行うフロン1−ブ【コワスイッヂ、60は71m1
ントブロワスイツヂ59同様、イグニッションスイッチ
57に連通され、ONすることにより後席側送風機48
に通電をfjうりVブロワスイッチである。61はフロ
ン1−プロワスイツヂ59に連通された空気調和スイッ
チで、電磁クラッチ1Δ、ヒータコア用ヴアヤユームス
イッチングバルブ34およびリレー62に導通δれる冷
房接点61△と、電装品のいずれとも結線されでいない
送風接点61Bと、ヒータニ]ア用ヴアキュームスイッ
チングバルブ34に導通されるヒータコア暖房接点61
Cと、電磁クラッチ1Δ、四方弁4、ヒータコア用ヴア
キュームスイッチングバルプ34、後席側送風機48、
排気用グアキー1−ムスイツチングバルブ55および電
磁弁14に導通された総合暖房接点f31Dとから構成
されている。リレー62は内部にリレースイッチ62Δ
が配されており、空気調和スイッチ61の冷房接点61
Aに自動車電源58が導通されると、リレー62が導通
され、内部のリレースイッチ62ΔがON状態となり、
IJV7プロワスイツチ60がOFF時には電磁弁14
に自動車重[58が導通されず、リヤプロワスイッチ6
0がONの時は電磁弁14に自動TJi電源58が導通
されるよう設けられている。また通電制御装置56には
、上記通電時に所定以外の回路に電流が流れないよう一
方向のみ電流を流寸ダイA−ド63.64.6G、67
.68が設けられている。Automatic consisting of the above configuration! 1. The operation of the heating and cooling system is performed by the energization control device 56 shown in FIG. An ignition switch 51 is electrically connected to an automobile power source 58, and when turned on, energizes each electrical component (not shown) of the automatic vehicle 11. 59 is connected to the ignition switch 57, and when turned ON, the front seat side blower 25 is energized.
Similar to the blower switch 59, it is connected to the ignition switch 57, and when turned on, the rear seat side blower 48
It is a V blower switch that turns on power to fj. Reference numeral 61 denotes an air conditioning switch connected to the Freon 1-Professional Switch 59, which is not connected to the electromagnetic clutch 1Δ, the heater core Vayuum switching valve 34, and the cooling contact 61Δ, which is electrically connected to the relay 62, and to any electrical equipment. The heater core heating contact 61 is electrically connected to the air blowing contact 61B and the heater vacuum switching valve 34.
C, electromagnetic clutch 1Δ, four-way valve 4, heater core vacuum switching valve 34, rear seat side blower 48,
It is composed of an exhaust gas switching valve 55 and a general heating contact f31D connected to the solenoid valve 14. The relay 62 has a relay switch 62Δ inside.
is arranged, and the cooling contact 61 of the air conditioning switch 61
When the automobile power supply 58 is connected to A, the relay 62 is turned on, and the internal relay switch 62Δ is turned on.
When the IJV7 processor switch 60 is OFF, the solenoid valve 14
When the vehicle load [58] is not connected, the rear blower switch 6
The automatic TJi power supply 58 is provided to be electrically connected to the solenoid valve 14 when 0 is ON. In addition, the energization control device 56 is provided with flow sized diodes 63, 64.
.. 68 are provided.
つぎに上記構成よりなる自動車用冷暖房装置の作動を説
明づる。Next, the operation of the automotive air conditioning system having the above structure will be explained.
イ)冷房連戦時
イグニッションスイッチ57、フロンドブ【]ワスイッ
ヂ59および空気調和スイッチ61の冷房接点61Aを
ONすることによりm磁りラッヂ1A、前1帛側送風機
25およびリレー62が通電を受ける1、電磁クラッチ
1Aに通電されることにより冷凍装置17の冷媒圧縮機
1はエンジン2からの動力を受番ノ冷媒の吸入、圧縮、
吐出を行う。吐出口1Cから吐出された冷媒は四方弁4
に送られ、この時四方弁4は通電され°〔おらず、冷媒
は第1図中に承り実線側である車室外側熱交換器5へ流
入し、ここで冷媒は外気と熱交換して凝縮される。凝縮
された冷媒は逆止弁18を通過したのら逆止弁19に冷
媒の流入を阻止され1ノシーバ13内に流入づる。レシ
ーバ13内で冷媒は気相冷媒と液相冷媒とに分離され、
液相冷媒のみがレシーバ13より吐出される。レシーバ
13より吐出された液相冷媒はりャブロワスイッチ60
が0[−1の時では電磁弁14も通電されていなく閉じ
られているため、前席用減圧装置15で断熱膨張され低
温冷媒となり、冷房運転時には冷媒蒸発器である中室内
側熱交換器7に流入し、ここで冷媒は熱吸収しで蒸発し
、四方弁4を通り、逆止弁20を通過し又吸入口1Bか
ら冷媒圧縮機1に吸入される。上記サイクルを繰り返す
と共にヒータコア26への冷N1水の流入を制御するヴ
アキュームスイッチングバルブ34が通電されてa3す
、エンジン2の発生する吸気負圧が負圧サーボ32内の
ダイヤフラムを駆動しCばねを縮めさせてダイ)7フラ
ムに連結された水路開閉弁31を間[]′1Jるためヒ
ータコア26内に冷却水が供給され【いる。b) During cooling series When the ignition switch 57, the front door switch 59, and the cooling contact 61A of the air conditioning switch 61 are turned on, the magnetic latch 1A, the front blower 25, and the relay 62 are energized. By energizing the clutch 1A, the refrigerant compressor 1 of the refrigeration system 17 uses the power from the engine 2 to suck, compress, and absorb the refrigerant.
Perform discharge. The refrigerant discharged from the discharge port 1C passes through the four-way valve 4.
At this time, the four-way valve 4 is not energized, and the refrigerant flows into the outside heat exchanger 5, which is the solid line side in Fig. 1, where the refrigerant exchanges heat with the outside air. Condensed. After the condensed refrigerant passes through the check valve 18, the check valve 19 prevents the refrigerant from flowing into the noceiver 13. Within the receiver 13, the refrigerant is separated into a gas phase refrigerant and a liquid phase refrigerant,
Only liquid phase refrigerant is discharged from the receiver 13. Liquid phase refrigerant discharged from the receiver 13 blower switch 60
When is 0[-1, the solenoid valve 14 is not energized and is closed, so it is adiabatically expanded in the front seat pressure reducing device 15 to become a low-temperature refrigerant, and during cooling operation, it is transferred to the inside heat exchanger, which is a refrigerant evaporator. 7, where the refrigerant absorbs heat and evaporates, passes through the four-way valve 4, passes through the check valve 20, and is sucked into the refrigerant compressor 1 through the suction port 1B. While repeating the above cycle, the vacuum switching valve 34 that controls the inflow of cold N1 water into the heater core 26 is energized a3, and the intake negative pressure generated by the engine 2 drives the diaphragm in the negative pressure servo 32, and the C spring Cooling water is supplied into the heater core 26 in order to contract the die and close the waterway opening/closing valve 31 connected to the flam.
前席側空気調和vi置10は冷房運転時、通電された前
席側送風機25により内気導入L123または外気導入
口22がら空気を吸入し、まfl[室内側熱交換器1で
冷却し、冷却された空気は乗員の操作4るエアミクスダ
ンパ28の開度により冷風通路29を通過する冷風と、
ヒータコア26を通過するIIMJIIとが混合され最
適温風となり、各ダンパ38.41の切換により乗員の
選択した吹出口より車室8内へO1出される。この時エ
アミクスダンパ28によりヒータコア26の空気流入側
を塞ぐことにより最大冷房能力にて車室内冷房を行う。During cooling operation, the front seat side air conditioner unit 10 sucks air through the inside air intake L 123 or the outside air intake port 22 using the energized front seat side blower 25, and cools it with the indoor heat exchanger 1. The generated air is converted into cold air that passes through a cold air passage 29 depending on the opening degree of the air mix damper 28 operated by the occupant.
IIMJII passing through the heater core 26 is mixed with O1 to form optimal warm air, which is then discharged into the passenger compartment 8 from the outlet selected by the occupant by switching each damper 38, 41. At this time, by blocking the air inflow side of the heater core 26 with the air mix damper 28, the vehicle interior is cooled at the maximum cooling capacity.
リヤブロワスイッチ60がONされている場合、電磁弁
14はリレー62のリレースイッチ62△を介して通電
されて間かれているため、液相冷媒は前席用減圧装置1
5と並列に後席用減圧装@16へも供給され、後部用減
圧装置16で断熱膨張されて低温冷媒となり、第3熱交
換器11内に流入し、ここで冷媒は熱吸収して蒸発し、
第3熱交換器11から吐出された冷媒は前記車室内側熱
交換器7より吐出された冷媒を合流しC冷媒圧縮機1に
吸入される。When the rear blower switch 60 is turned on, the solenoid valve 14 is energized via the relay switch 62△ of the relay 62, so that the liquid phase refrigerant flows through the front seat pressure reducing device 1.
The refrigerant is also supplied to the rear pressure reducing device @16 in parallel with 5, and is adiabatically expanded in the rear pressure reducing device 16 to become a low-temperature refrigerant, which flows into the third heat exchanger 11, where the refrigerant absorbs heat and evaporates. death,
The refrigerant discharged from the third heat exchanger 11 joins the refrigerant discharged from the vehicle interior heat exchanger 7 and is sucked into the C refrigerant compressor 1.
後席側空気調和装置12の排気方向を変更するヴアキュ
ームスイツブングバルブ55は通電されていないため、
後席側送風機48の通電により後席側空気調和装置12
ににる車室内冷房が前席側空気調和装置1i10と共に
行われる。Since the vacuum switch valve 55 that changes the exhaust direction of the rear seat side air conditioner 12 is not energized,
The rear seat side air conditioner 12 is energized by the rear seat side blower 48.
The vehicle interior is cooled together with the front seat side air conditioner 1i10.
口)送風運転時
イグニッションスイッチ57、フロントブロワスイッチ
59J3よび空気調和スイッチ61の送風接点61Bを
ON覆るごとにより前席側送風機25のみ通電し、前席
側空気調和装置10は外気導入口22または内気導入(
123より吸引した空気を各吹出口J、すB’1出する
。(Example) During ventilation operation, each time the ignition switch 57, front blower switch 59J3, and ventilation contact 61B of the air conditioning switch 61 are turned on, only the front seat side blower 25 is energized, and the front seat side air conditioner 10 is connected to the outside air inlet 22 or inside air. introduction(
The air sucked from 123 is discharged from each outlet J and B'1.
イグニッションスイッチ57およびリヤブロワスイッチ
60をONすることにより後席側送風機48が通電を受
け、後席側空気調和装置12はヴ7・キコームスイッヂ
ングバルブ55が通電されでなく車室外排出口46側が
排出方向切換ダンパ52により塞がれているため、空気
取入口44より吸入した空気をエアフィルタ47で清浄
し車室内排出1」45から車室8外−へ吐出もUp)る
。−・シ。By turning on the ignition switch 57 and the rear blower switch 60, the rear seat side blower 48 is energized, and the rear seat side air conditioner 12 is turned on. Since the side is blocked by the discharge direction switching damper 52, the air taken in from the air intake port 44 is cleaned by the air filter 47 and is also discharged from the vehicle interior exhaust 45 to the outside of the vehicle interior 8. -・Sh.
ハ)ヒーターコアでの@房運転
イグニッションスイッチ57、フロントブロワスイッチ
59および空気調和スイッチ61のヒータコア暖房接点
61CをONすることにより前席側送風機25おJ:び
ヴアキニ1−ムスイッチングバルブ34が通電される。C) @Operation in the heater core By turning on the ignition switch 57, front blower switch 59, and heater core heating contact 61C of the air conditioning switch 61, the front seat side blower 25 and vacuum unit switching valve 34 are energized. be done.
ヴ1キコ、−ムスイッチングバルブ34が通電されると
ヴアキュームスイッチングバルブ34が開かれ、エンジ
ン2の発生づる吸気負圧が負圧サーボ32ヘシ9通され
、負圧サーボ32の内蔵づるダイヤフラムおよびばねを
駆動させ、ダイヤフラムに連結されている水路開閉弁3
1を開口さけ前席側空気調和装@10内のヒータコア2
6内に冷却水が流入する。When the vacuum switching valve 34 is energized, the vacuum switching valve 34 is opened, and the intake negative pressure generated by the engine 2 is passed through the negative pressure servo 32 and the built-in diaphragm of the negative pressure servo 32. Waterway opening/closing valve 3 driven by a spring and connected to a diaphragm
Heater core 2 inside the front seat side air conditioner @ 10 by opening 1
Cooling water flows into 6.
前席側空気調和装@10の内気導入口23は塞がれてお
り、通電された前席側送風機25により外気を吸入し、
ヒータ′jj726を通過する空気は冷却水と熱交換さ
れ又高温とされるため、1アミクスダンパ28の開度に
J:り外気渦電から高温まぐ自由な送風温度を得ること
ができる。なおエアミクスダンパ28が冷風通路29を
塞いだ時ヒータコア暖房における最大暖房能力となる。The inside air inlet 23 of the front seat side air conditioner @10 is blocked, and the energized front seat side blower 25 sucks in outside air.
Since the air passing through the heater 726 exchanges heat with the cooling water and is heated to a high temperature, it is possible to freely adjust the air blowing temperature to a high temperature from the outside air eddy current depending on the opening degree of the 1 amics damper 28. Note that when the air mix damper 28 closes the cold air passage 29, the maximum heating capacity in heater core heating is achieved.
この時リヤブロワスイッチ60をO1’Uも前述の送風
運転時同様、後席側空気調和装置12は空気取入口44
より吸入した空気をエアフィルタ47で浄化し、車室内
排出口45から単室8内へ吹出す送風運転を行うのみで
ある。At this time, the rear blower switch 60 is set to O1'U, and the rear seat side air conditioner 12 is connected to the air intake port 4
The air that has been taken in is purified by the air filter 47, and then the air is blown into the single compartment 8 from the interior exhaust port 45 to perform a blowing operation.
二)ヒータコアとと−[〜ポンプでのI+!房運転イグ
ニッションスイッチ57、)[」ントブロワスイッチ5
9および空気調和スイッチ61の総合暖房接点θIDを
ONすることにより、電磁クラッチ1A、四方弁4、前
席側送l!l@25、水路開閉弁31を駆動するヴ1キ
ュームスイッチングバルブ34、後席側空気調和装置1
2の排気方向を変更するヴアキュームスイツヂングバル
155、後席側送風機48および電磁弁14が自動車N
源58からの通電を受りる。電磁クラッチ1Aが通電さ
れると冷凍装置1γの冷媒圧縮機1はエンジン2の動力
を受け冷媒の吸入、圧縮、吐出を行う。吐出1:JIC
より吐出された圧縮冷媒は通電により冷房運転時と逆方
向(第1図内に示す破線側)に向きを変えた四方弁4に
送られ、前席側空気調和装置10内に配された中室内側
熱交換器7内に流入し、冷媒はここで発熱し凝縮される
3、凝縮された冷媒は逆止弁19を通過したのち逆止弁
18に阻止されてレシーバ13内に流入りる。2) Heater core and -[~I+ at pump! blower ignition switch 57
9 and the general heating contact θID of the air conditioning switch 61, the electromagnetic clutch 1A, the four-way valve 4, and the front seat side feed l! l@25, V1 cue switching valve 34 that drives the waterway opening/closing valve 31, rear seat side air conditioner 1
Vacuum switching valve 155, rear seat side blower 48, and solenoid valve 14 that change the exhaust direction of
It receives electricity from the source 58. When the electromagnetic clutch 1A is energized, the refrigerant compressor 1 of the refrigeration system 1γ receives power from the engine 2 and sucks, compresses, and discharges refrigerant. Discharge 1: JIC
The compressed refrigerant discharged from the air conditioner is sent to the four-way valve 4, which is oriented in the direction opposite to that during cooling operation (toward the dashed line in FIG. The refrigerant flows into the indoor heat exchanger 7, where it generates heat and is condensed 3. After passing through the check valve 19, the condensed refrigerant is blocked by the check valve 18 and flows into the receiver 13. .
レシーバ13より吐出された液相冷媒は′Kt1&弁1
4が弁型4受り(開いているため、後席用減圧装冒1G
で減圧膨張され後席側空気調和装置12内に配設された
第3熱交操器11内に流入する。ここで冷媒は熱吸収し
て蒸発し、吸入口1Bより冷媒圧縮機1に吸入される。The liquid phase refrigerant discharged from the receiver 13 is 'Kt1 & valve 1
4 is a valve type 4 receiver (because it is open, it can be used for 1G decompression equipment for the rear seats)
The heat exchanger is expanded under reduced pressure and flows into the third heat exchanger 11 disposed in the rear seat side air conditioner 12. Here, the refrigerant absorbs heat, evaporates, and is sucked into the refrigerant compressor 1 through the suction port 1B.
上記サイクルを繰り返づと共にヴ1キュームスイツヂン
グバルブ34が通電されでいるため、前述のヒータコア
での暖房運転時と同様ヒータコノ72G内に冷N)水が
供給8れている。Since the above cycle is repeated and the voltage switching valve 34 is energized, cold N) water is supplied into the heater stove 72G as in the heating operation using the heater core described above.
前席側空気調和装置10G(を暖房運転時に内気導入口
23を内外気切換ダンパ24で塞いでいるため、通電さ
れた前席側送風機25により外気を外気導入口22とか
ら吸入し、まず外気を車室内側熱交換器7で加熱し、加
熱された一部または全部の濡iはヒータコア26を通過
りることにJ、りさらに加熱され、各ダンパ38.41
のり換によりfll員の選択した吹出口より車室13内
へ【!I出される。During heating operation of the front seat side air conditioner 10G, the inside air inlet 23 is blocked by the outside air switching damper 24, so the energized front seat side blower 25 sucks outside air from the outside air inlet 22, and first is heated by the passenger compartment heat exchanger 7, and some or all of the heated moisture passes through the heater core 26 and is further heated.
By changing the direction, the air outlet selected by the full member enters the cabin 13 [! I will be served.
−力、後席側空気調和装置12は排気方向を変更づるヴ
アキコームスイッヂングバル155が通電されて開かれ
Iいるため、エンジン2の発生づる吸気負圧が負1を管
54を介して負圧4ノーボ53に導通され、内蔵しCい
るダイヤフラムが排気方向切換ダンパ52を駆動しUI
J室内排出ダクト5oを塞ぐため、通電された後席側送
風機48の駆動により空気取入口44より導入した暖か
い空気は第3熱交換器11で冷却され車室外排出口46
より車室8外へ排出される。ヒートポンプII!房時に
上記の如く後席側送風機48を通電さけるのは第3熱交
換器11で強制的に熱交換させると共に他の図示しない
排気口より浦風が流出するのを防ぐためである。- In the rear seat side air conditioner 12, the vacuum comb switching valve 155 that changes the exhaust direction is energized and opened, so that the intake negative pressure generated by the engine 2 is transferred through the pipe 54. The built-in diaphragm connected to the negative pressure 4NOVO 53 drives the exhaust direction switching damper 52 and the UI
In order to block the J indoor exhaust duct 5o, warm air is introduced from the air intake port 44 by driving the energized rear seat side blower 48, is cooled by the third heat exchanger 11, and is then transferred to the vehicle exterior exhaust port 46.
It is discharged to the outside of the vehicle compartment 8. Heat pump II! The reason why the rear seat side blower 48 is not energized as described above during the air conditioning is to forcibly exchange heat in the third heat exchanger 11 and to prevent the airflow from flowing out from other exhaust ports (not shown).
第4図はヒータコアとヒートポンプでの暖房運転時の冷
却水の温度1wとヒータコア暖房のため冷却水から奪わ
れるヒータコア26の放]?!)flQの関係を示した
ものである。冷却水の温FI −T wは放熱IQによ
って変化する。また放熱用Qはヒータコア26を通過す
るII開が一定であるとJれば、(冷却水の温度TV
) −(ヒータコア流入空気温度]a)に近似的に比例
する。図中N!1クラッチ1Aに通電されていない時の
冷却水温度をA、電磁クラッチ1Aに通電されている時
の冷却水の温度をBぐあられずと、例えばヒータコア暖
房のみの場合、ヒータコア流入温度Taが外気温度であ
るため冷却水より多眼の放熱!1QIを奪い、冷N1水
の温!j[Twは冷却水温7’w1に低下してしまう。Figure 4 shows the temperature 1W of cooling water during heating operation with the heater core and heat pump, and the radiation of the heater core 26 taken away from the cooling water due to heater core heating. ! ) shows the relationship of flQ. The temperature FI −T w of the cooling water changes depending on the heat radiation IQ. In addition, if the heat dissipation Q passes through the heater core 26 and the II opening is constant, then (cooling water temperature TV
) - (heater core inflow air temperature] approximately proportional to a). N in the diagram! 1 The cooling water temperature when the clutch 1A is not energized is A, and the cooling water temperature when the electromagnetic clutch 1A is energized is B. For example, in the case of heater core heating only, the heater core inflow temperature Ta is the outside air temperature. Because of its temperature, it dissipates more heat than cooling water! Take away 1QI and warm the cold N1 water! j[Tw ends up decreasing to the cooling water temperature 7'w1.
*光用の如くヒータコア流入温度Taを上昇さぜた場合
、冷却水より放熱用Q2を奪い、冷却水の温度Twは冷
却水温1゛w2に上界する。本発明ではN磁りラッチ1
Aを通電し、エンジン2に負荷をかけており、放熱m
Q 2および冷却水i−1’w2は、冷却水温度がAか
ら13に変更される分、放熱!、 Q 3、冷却水温丁
w3に上昇するため、冷却水の温度T’wを高く保つこ
とができると共に暖房能力を増すことができる。*If the heater core inflow temperature Ta is increased as in the case of an optical heater, the heat dissipation Q2 is taken away from the cooling water, and the cooling water temperature Tw exceeds the cooling water temperature 1゛w2. In the present invention, the N magnetic latch 1
A is energized, a load is applied to engine 2, and heat dissipation m
Q 2 and cooling water i-1'w2 radiate heat by the amount that the cooling water temperature is changed from A to 13! , Q 3. Since the cooling water temperature rises to T'w3, the cooling water temperature T'w can be kept high and the heating capacity can be increased.
本実施例は、通常車両に用いられるデニLアルエフ:T
]’/’;lイ/の冷凍装Uを利用JるC二とにより、
車両への適用が安易にできるものである。This example is a Denis L.A.T.
]'/';Using the refrigeration system U of I/,
It can be easily applied to vehicles.
第5図に本発明の自動車用冷暖房装置の第2実施例を示
づ。FIG. 5 shows a second embodiment of the automotive air conditioning system of the present invention.
本実施例は、冷房運転時に乗員の指示により前席側空気
調和装置!#10の車室内側熱交換器1への冷媒の供給
をl’? tl= して、後席側空気調和装置12内の
第3熱交換器11のみ冷媒蒸発器として使用すべく冷房
運転時の11室内側熱交換器7の上流部の冷媒流路配管
3に電磁弁69を設けたものである。In this example, the front seat side air conditioner is installed according to the passenger's instructions during cooling operation! Is the refrigerant supplied to the #10 cabin heat exchanger 1? tl= Then, in order to use only the third heat exchanger 11 in the rear seat side air conditioner 12 as a refrigerant evaporator, an electromagnetic wire is connected to the refrigerant flow path piping 3 at the upstream part of the 11 indoor heat exchanger 7 during cooling operation. A valve 69 is provided.
第6図は本実施例の通電制御′JA昭70で、第3図と
の同一符号は同一物を示す。FIG. 6 shows the energization control 'JA 1970 of this embodiment, and the same reference numerals as in FIG. 3 indicate the same parts.
11は前席側空気調和装置10および後席側空気間和装
−12のメインスイッチ。72は前席側進J!I機25
と後席側送風機48を切換える送風切換スイッチで、前
席側送風l125にのみ通電するフ[1ントブUワ接点
72Aと、前席側法J!1機25と後席側送風機1機4
8に同時に通電するフロン1〜すV10ワ接点7213
と、後席側送風機48にのみ通電するりャブロワ接点7
2Gとからなり、前席側進J!l1125はリレー73
を介し−(通電されている。また前席側送風機25は、
空気調和スイッチ61の総合暖房接点611)が通電さ
れている時、通電されるよう設けらCいる。、電磁弁6
9は、空気調和スイッチ61の総合暖房接点61Dが通
電されている時と、冷房接点61Aが通電されてい−【
、送風切換スイッチ72がフロンl−ブロワ接点72Δ
またはフロントリヤブロワ接点72Bに設定されている
時とに通電りるよう設けられている。74は冷房運転時
に送風切換スイッチ72をリヤブロワ接点72Cに設定
した時、電磁弁69を非通電とづるべく設けられたリレ
ーぐある。通電制御装置7oには所定以外の回路に電流
が流れないようダイオードア5.76が追加され(いる
。11 is a main switch for the front seat side air conditioner 10 and the rear seat side air conditioner 12. 72 is the front seat side J! I machine 25
This is a blower changeover switch that switches between the rear seat side blower 48 and the front seat side blower 48, which energizes only the front seat side air blower l125. 1 unit 25 and 1 rear seat side blower 4
Freon 1 to V10 contact 7213 that energizes 8 at the same time
and the rear blower contact 7 that energizes only the rear seat side blower 48.
It consists of 2G, and the front seat side is advanced J! l1125 is relay 73
- (is energized. Also, the front seat side blower 25 is
It is provided to be energized when the general heating contact 611) of the air conditioning switch 61 is energized. , solenoid valve 6
9 indicates when the general heating contact 61D of the air conditioning switch 61 is energized and when the cooling contact 61A is energized.
, the blower selector switch 72 is set to the freon l-blower contact 72Δ
Alternatively, it is provided to be energized when the front rear blower contact 72B is set. A relay 74 is provided to de-energize the solenoid valve 69 when the blower changeover switch 72 is set to the rear blower contact 72C during cooling operation. A diode door 5.76 is added to the energization control device 7o to prevent current from flowing to circuits other than those specified.
第7図は本発明の第3実施例を示したものである。FIG. 7 shows a third embodiment of the present invention.
本実施例はピー1〜ポンプ暖房運ψへ時に車室外側熱交
換器5を冷媒蒸発器として利用すべく、車室外側熱交換
器5と逆止弁18の間の冷媒流路配管3とレシーバ13
の液相冷媒を吐出する側の冷媒流路配管3を冷媒流路配
管3Aで連結し、冷媒流路配管3Aの間に中室外側熱交
換器5の減圧装置である温度作動式膨張弁77を設りだ
もの(”ムる。In this embodiment, in order to use the outside heat exchanger 5 as a refrigerant evaporator during pump heating operation ψ, the refrigerant flow path piping 3 between the outside heat exchanger 5 and the check valve 18 is Receiver 13
The refrigerant flow path piping 3 on the side that discharges the liquid phase refrigerant is connected by the refrigerant flow path piping 3A, and a temperature-operated expansion valve 77, which is a pressure reduction device of the inner-outdoor heat exchanger 5, is connected between the refrigerant flow path piping 3A. It is a set up thing ("Muru").
第1図は本発明の第1実施例の冷媒回路図、第2図は空
気調和装置の配置図、第3図は第1実施例の通電制御装
uの電気回路図、第4図は縦軸に冷N1水の温度、vi
軸に冷却水の放熱量を表したグラフ、第5図は第2実施
例の冷媒回路図、第6図は第2実施例の通電制御装置の
電気回路図、第7図は第3実/+l? +111Iの冷
媒回路図である。
図中 1・・・冷媒圧縮15・・・車室外側熱交換器
7・・・車室内側熱交換器 10・・・前席側空気調和
装置 11・・・第3熱交換器 12・・・後席側空気
調和装置 15・・・前席用減圧装置 1G・・・1艷
席川減圧装置2G・・・ヒータニJア
代即人 石黒健二
第1図
7
第3図
61
第5図
第6図
第7図
8
手続補正書
2発明の名称
自動車用冷旬歩引装置
3補正をする者
事件との関係 特許出願人
愛知県刈谷市昭和町1丁目1番地
4禎正の対象
明細書の発明の詳細な説明の欄。
ハ
ロ、?@正の内容
同書第22頁第10行の[・・・・・・安易にできるも
のである。」の後に、次の文を追加します。Fig. 1 is a refrigerant circuit diagram of the first embodiment of the present invention, Fig. 2 is a layout diagram of an air conditioner, Fig. 3 is an electric circuit diagram of the energization control device u of the first embodiment, and Fig. 4 is a vertical diagram. Temperature of cold N1 water on shaft, vi
The axis is a graph showing the amount of heat dissipated from the cooling water, FIG. 5 is a refrigerant circuit diagram of the second embodiment, FIG. 6 is an electric circuit diagram of the energization control device of the second embodiment, and FIG. 7 is a diagram of the third embodiment. +l? It is a refrigerant circuit diagram of +111I. In the diagram 1... Refrigerant compression 15... Vehicle exterior heat exchanger
7... Vehicle interior heat exchanger 10... Front seat side air conditioner 11... Third heat exchanger 12... Rear seat side air conditioner 15... Front seat pressure reducing device 1G.・・1 艷 Sea River pressure reducing device 2G...Kenji Ishiguro, Hitani JA, Sototo, Figure 1, Figure 7, Figure 3, 61, Figure 5, Figure 6, Figure 7, Figure 8, Procedural Amendment 2, Name of Invention, Refrigerated walkway for automobiles. Relation to the case of the person making the amendment to the patent applicant 1-4 Showa-cho, Kariya-shi, Aichi Prefecture Detailed description of the invention in the subject specification of patent applicant Sadamasa. Halo,? @Correct content, page 22, line 10 of the same book [...It can be done easily. ”, add the following sentence:
Claims (1)
する減圧装置と、車室外に配設された車室外側熱交換器
と、単室内に配設された2つ以j″の車室内側熱交換器
とを備え、冷房運転時には前記車室外側熱交換器で車室
外の空気にて冷媒を凝縮させると共に1つ以上の前記車
室内側熱交換器で車室内に放出される空気にて冷媒を蒸
発さけ、暖房運転時に1つ以上の前記車室内側熱交換器
C車室内に放出される空気にて冷媒を凝縮させると共に
、他の1つ以上の前記車室内側熱交換器c車室外に放出
される空気にて冷媒を蒸発さけることを特徴とする自動
車用冷暖房装置。 2)前記車室内側熱交換器は、温水式のヒータコア、燃
焼式ヒータなどの他の串室内暖房装置と併用して用いら
れたことを特徴とする特許請求の範囲第1項記載の自動
車用冷暖房装置 3)前記車室内側熱交換器は、車室内前部の計器盤内部
の前部アト席側と後部座席側に配設され、後部座席側に
配設された前記車室内側熱交換器は、車室内と中室外を
切換えて排出する排出口が設けられたことを特徴とする
特許請求の範囲第1項記載の自動車用冷暖房装置。[Scope of Claims] 1) A refrigerant compressor that compresses and discharges refrigerant, a pressure reducing device that depressurizes and expands refrigerant, a heat exchanger located outside the vehicle interior, and a heat exchanger located outside the vehicle interior, and a and two or more heat exchangers on the inside of the vehicle interior, and during cooling operation, the refrigerant is condensed in the air outside the vehicle in the heat exchanger on the outside of the vehicle interior, and at the same time, the heat exchanger on the interior side of the vehicle interior condenses the refrigerant in the air outside the vehicle interior. Evaporating the refrigerant with the air released into the vehicle interior, condensing the refrigerant with the air released into the vehicle interior of one or more of the vehicle interior heat exchangers C during heating operation, and condensing the refrigerant with the air discharged into the vehicle interior of the vehicle interior heat exchanger C during heating operation. The vehicle interior heat exchanger (c) is an automotive cooling/heating device characterized in that the refrigerant is evaporated by air released outside the vehicle. 2) The vehicle interior heat exchanger includes a hot water heater core, a combustion heater core, and a combustion heater core. 3) The vehicle interior heat exchanger is used in combination with other skewer interior heating devices such as The heat exchanger on the inside of the vehicle interior, which is disposed inside the panel on the front seat side and the rear seat side, and is disposed on the rear seat side, is provided with an exhaust port for switching between the interior of the vehicle and the outside of the interior of the vehicle. An air conditioning system for an automobile according to claim 1, characterized in that:
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3646884A JPS60179322A (en) | 1984-02-28 | 1984-02-28 | Cooling and warming apparatus for car |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3646884A JPS60179322A (en) | 1984-02-28 | 1984-02-28 | Cooling and warming apparatus for car |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS60179322A true JPS60179322A (en) | 1985-09-13 |
JPH059287B2 JPH059287B2 (en) | 1993-02-04 |
Family
ID=12470642
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP3646884A Granted JPS60179322A (en) | 1984-02-28 | 1984-02-28 | Cooling and warming apparatus for car |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60179322A (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6296128A (en) * | 1985-10-24 | 1987-05-02 | Diesel Kiki Co Ltd | Air conditioner for vehicle |
US5341652A (en) * | 1991-10-17 | 1994-08-30 | Honda Giken Kogyo Kabushiki Kaisha | Air-conditioning system for vehicle |
US5490572A (en) * | 1991-12-04 | 1996-02-13 | Honda Giken Kogyo Kabushiki Kaisha | Battery temperature control system in electric automobile |
US5524446A (en) * | 1991-11-27 | 1996-06-11 | Honda Giken Kogyo Kabushiki Kaisha | Air conditioning system suitable for use in an electric vehicle |
WO2001040004A1 (en) * | 1999-11-30 | 2001-06-07 | Delphi Technologies, Inc. | Air conditioning system for a motor vehicle |
JP2009525914A (en) * | 2006-02-09 | 2009-07-16 | ソシエテ ドゥ ヴェイキュル エレキトリック(エスアーエス) | Electric or hybrid vehicle with thermal conditioning system to improve low level resources |
-
1984
- 1984-02-28 JP JP3646884A patent/JPS60179322A/en active Granted
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6296128A (en) * | 1985-10-24 | 1987-05-02 | Diesel Kiki Co Ltd | Air conditioner for vehicle |
US5341652A (en) * | 1991-10-17 | 1994-08-30 | Honda Giken Kogyo Kabushiki Kaisha | Air-conditioning system for vehicle |
US5524446A (en) * | 1991-11-27 | 1996-06-11 | Honda Giken Kogyo Kabushiki Kaisha | Air conditioning system suitable for use in an electric vehicle |
US5490572A (en) * | 1991-12-04 | 1996-02-13 | Honda Giken Kogyo Kabushiki Kaisha | Battery temperature control system in electric automobile |
WO2001040004A1 (en) * | 1999-11-30 | 2001-06-07 | Delphi Technologies, Inc. | Air conditioning system for a motor vehicle |
JP2009525914A (en) * | 2006-02-09 | 2009-07-16 | ソシエテ ドゥ ヴェイキュル エレキトリック(エスアーエス) | Electric or hybrid vehicle with thermal conditioning system to improve low level resources |
US8371512B2 (en) | 2006-02-09 | 2013-02-12 | Dow Kokam France Sas | Electrical or hybrid motor vehicle with thermal conditioning system upgrading low-level sources |
Also Published As
Publication number | Publication date |
---|---|
JPH059287B2 (en) | 1993-02-04 |
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