JP2019105422A - Joint block for vehicle - Google Patents

Abstract

To simplify a structure of an inner heat exchanger, thereby mounting it easily to a vehicle.SOLUTION: A joint block includes: a body part 271 in which a low-temperature refrigerant passage 271a through which a low-temperature refrigerant passes and a high-temperature refrigerant passage 271b through which a high-temperature refrigerant passes are formed; and a mounting part 272 for mounting the body part 271 to a vehicle, wherein: the low-temperature refrigerant passage 271a and the high-temperature refrigerant passage 271b penetrate the body part 271; low-temperature pipe joints 271c and 271d, to which a low-temperature refrigerant piping 28 through which the low-temperature refrigerant passes is connected, are formed on both ends of the low-temperature refrigerant passage 271a in the body parts 271; high-temperature pipe joints 271e and 271f, to which a high-temperature refrigerant piping 29 through which the high-temperature refrigerant passes is connected, are formed on both ends of the high-temperature refrigerant passage 271b in the body parts 271; and the low-temperature refrigerant passage 271a and the high-temperature refrigerant passage 271b are arranged in a line inside the body part 271 at an interval in which the high-temperature refrigerant and the low-temperature refrigerant exchange heat.SELECTED DRAWING: Figure 2

Description

  BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to a vehicle joint block used for connecting a plurality of pipes.

  It is described in FIG. 1 of patent document 1 as a refrigerating cycle of the air conditioning apparatus for vehicles provided with the conventional internal heat exchanger. The internal heat exchanger is a heat exchanger that exchanges heat between the high-temperature refrigerant that has passed through the condenser and the cold refrigerant that has passed through the evaporator.

  The internal heat exchanger of Patent Document 1 has a closed case, a high pressure side pipe, and a low pressure side pipe. The sealed case has a liquid storage chamber. The sealed case has a cylindrical shape, and its axial direction is disposed obliquely with respect to the vertical direction. The high pressure side piping and the low pressure side piping penetrate the liquid storage chamber. The high pressure side piping has an opening. The opening of the high pressure side pipe is provided at the lower position of the liquid storage chamber.

  The refrigerant on the high pressure side that has entered the internal heat exchanger through the high pressure side pipe from the condenser enters the liquid storage chamber from the opening. Since the low pressure side piping penetrates into the liquid storage chamber, the high pressure side high temperature refrigerant accumulated in the liquid storage chamber and the low pressure side low temperature refrigerant exchange heat, the high pressure side refrigerant is cooled, and the low pressure side refrigerant Is heated. As a result, the degree of subcooling of the high pressure side refrigerant is improved, and the degree of superheat of the low pressure side refrigerant is improved, so the performance of the refrigeration cycle is improved.

JP, 2012-222015, A

  In the above-mentioned prior art, the internal heat exchanger has a double pipe structure. As a result, the structure becomes complicated and the productivity becomes poor, or stress concentration tends to occur, and measures against vehicle vibration are required.

  In addition, the internal heat exchanger of the double pipe structure has a large piping diameter and a large mass, so that the internal heat exchanger is not easily fixed to a vehicle, and mounting on the vehicle may be hindered.

  In particular, in a hybrid vehicle which has been increasing in recent years, a heat pump cycle may be applied to a vehicle air conditioner, but the heat pump cycle may complicate the refrigerant circuit and increase the number of piping connection points. Therefore, if it is going to mount the internal heat exchanger of a double pipe | tube structure in a vehicle, the mounting property to a vehicle will become very bad as a whole heat pump cycle.

  SUMMARY OF THE INVENTION In view of the above-described points, the present invention aims to simplify the configuration of an internal heat exchanger and to make it easily mountable on a vehicle.

In order to achieve the above object, in the vehicle joint block according to claim 1,
A low temperature refrigerant flow passage (271a) through which the low temperature refrigerant flows, and a main body (271) in which a high temperature refrigerant flow passage (271b) through which the high temperature refrigerant flows is formed;
And an attachment portion (272) for attaching the main body portion (271) to the vehicle,
The low temperature coolant channel (271a) and the high temperature coolant channel (271b) penetrate the main body (271),
Low-temperature pipe connection parts (271c, 271d) to which low-temperature refrigerant pipes (28) through which low-temperature refrigerant flows are connected are formed at both ends of the low-temperature refrigerant channel (271a) in the main body (271)
High-temperature pipe connection parts (271e, 271f) to which high-temperature refrigerant pipes (29) through which high-temperature refrigerant flows are connected are formed at both ends of the high-temperature refrigerant channel (271b) in the main body (271)
The low temperature refrigerant flow channel (271 a) and the high temperature refrigerant flow channel (271 b) are arranged inside the main body (271) at intervals at which the high temperature refrigerant and the low temperature refrigerant exchange heat.

  According to this, the joint block used to connect the plurality of refrigerant pipes can have the function of the internal heat exchanger. Therefore, compared with the case where the internal heat exchanger of the double pipe structure is provided as in the above-mentioned prior art, the configuration can be simplified and the mountability to a vehicle can be improved.

  In addition, the code | symbol in the parenthesis of each means described by this column and the claim shows correspondence with the specific means as described in embodiment mentioned later.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram of the vehicle air conditioner in 1st Embodiment. It is a perspective view of the joint block in a 1st embodiment. It is a top view of the joint block in a 1st embodiment. It is IV-IV sectional drawing of FIG. It is a perspective view of the joint block in 2nd Embodiment.

  Hereinafter, embodiments will be described based on the drawings. In the following embodiments, parts that are the same as or equivalent to each other are given the same reference numerals in the drawings.

First Embodiment
FIG. 1 is a schematic configuration diagram of a vehicle air conditioner 1 according to the present embodiment. In the present embodiment, the refrigeration cycle apparatus 10 is applied to the vehicle air conditioner 1 of a hybrid vehicle that obtains driving force for vehicle traveling from an engine and a traveling electric motor. The refrigeration cycle apparatus 10 has a function of cooling or heating air blown into a vehicle compartment, which is a space to be air conditioned, in the vehicle air conditioner 1.

  Therefore, the refrigeration cycle apparatus 10 switches the refrigerant flow path in the cooling mode for cooling the vehicle compartment, the refrigerant flow path in the dehumidifying and heating mode for heating while dehumidifying the vehicle compartment, and the refrigerant flow path in the heating mode for heating the vehicle compartment. It is configured to be possible.

  Furthermore, in the refrigeration cycle apparatus 10, it is possible to execute, as the dehumidifying and heating mode, a first dehumidifying and heating mode which is usually executed and a second dehumidifying and heating mode which is executed when the outside air temperature is low.

  In the refrigeration cycle apparatus 10, a normal fluorocarbon-based refrigerant is employed as the refrigerant, and a subcritical refrigeration cycle in which the pressure of the high pressure refrigerant does not exceed the critical pressure of the refrigerant is configured. The refrigeration oil for lubricating the compressor 11 is mixed with this refrigerant, and a part of refrigeration oil circulates the cycle with the refrigerant.

  The compressor 11 is disposed in an engine room (not shown), and sucks, compresses and discharges the refrigerant in the refrigeration cycle apparatus 10, and uses a fixed displacement compression mechanism with a fixed discharge capacity by an electric motor It is an electric compressor to drive. Specifically, various compression mechanisms such as a scroll-type compression mechanism and a vane-type compression mechanism can be adopted as the compression mechanism.

  The rotation speed of the electric motor is controlled by a control signal output from a control device (not shown), and either type of AC motor or DC motor may be adopted. And the refrigerant | coolant discharge capability of a compression mechanism is changed by this rotation speed control. Therefore, in the present embodiment, the electric motor constitutes the discharge capacity changing means of the compression mechanism.

  The outlet side of the compressor 11 is connected to the inlet side of the refrigerant passage of the water refrigerant heat exchanger 12. The water refrigerant heat exchanger 12 is a heat exchanger that exchanges heat between the high pressure refrigerant discharged from the compressor 11 and the cooling water circulating in the cooling water circulation circuit 40.

  Such a water refrigerant heat exchanger 12 has a plurality of tubes as refrigerant passages through which high-pressure refrigerant flows, and water passages through which cooling water flows between adjacent tubes are formed in these water passages. A heat exchanger or the like configured by arranging an inner fin that promotes heat exchange between the refrigerant and the cooling water can be employed.

  The outlet side of the water-refrigerant heat exchanger 12 is connected to a first refrigerant passage 13 for guiding the refrigerant flowing out of the water-refrigerant heat exchanger 12 to the outdoor heat exchanger 15. The first refrigerant passage 13 is provided with a first expansion valve 14 (first throttling means) configured to be able to change the passage area (the throttle opening degree) of the first refrigerant passage 13.

  The first expansion valve 14 is a pressure reducing means for reducing the pressure of the refrigerant heat-exchanged by the water refrigerant heat exchanger 12. More specifically, the first expansion valve 14 has a valve body configured to be able to change the passage opening degree (the throttling opening degree) of the first refrigerant passage 13 and a stepping that changes the throttling opening degree of the valve body. It is an electric variable throttle mechanism configured to have an electric actuator consisting of a motor.

  The first expansion valve 14 of the present embodiment is configured by a variable throttle mechanism with a fully open function that fully opens the first refrigerant passage 13 when the throttle opening degree is fully opened. That is, by fully opening the first refrigerant passage 13, the first expansion valve 14 can be made not to exert the pressure reducing function of the refrigerant. The operation of the first expansion valve 14 is controlled by a control signal output from the control device.

  The inlet side of the outdoor heat exchanger 15 is connected to the outlet side of the first expansion valve 14. The outdoor heat exchanger 15 exchanges heat between the refrigerant flowing through the inside and the outside air blown from a blower fan (not shown). The outdoor heat exchanger 15 functions as an evaporator (heat absorbing heat exchanger) which evaporates the refrigerant to exhibit a heat absorbing function in the heating mode or the like, and dissipates the heat in the cooling mode or the like. Function as a container.

  At the outlet side of the outdoor heat exchanger 15, a second refrigerant passage 16 for guiding the refrigerant flowing out of the outdoor heat exchanger 15 to the suction side of the compressor 11 via the accumulator 21, and the refrigerant flowing out of the outdoor heat exchanger 15. The third refrigerant passage 18 is connected to lead the refrigerant to the suction side of the compressor 11 via the indoor evaporator 20 and the accumulator 21.

  The second refrigerant passage 16 is a refrigerant passage through which the refrigerant flows in parallel to the second expansion valve 19. A first on-off valve 17 (opening and closing means) is disposed in the second refrigerant passage 16. The first on-off valve 17 is a second refrigerant passage opening / closing unit that opens / closes the second refrigerant passage 16. The first on-off valve 17 is a solenoid valve, and its operation is controlled by a control signal output from the control device.

  When the first on-off valve 17 is open, the pressure loss that occurs when the refrigerant passes through the second refrigerant passage 16 is smaller than the pressure loss that occurs when the refrigerant passes through the third refrigerant passage 18. The reason is that the check valve 24 and the second expansion valve 19 are disposed in the third refrigerant passage 18. Therefore, when the first on-off valve 17 is open, the refrigerant flowing out of the outdoor heat exchanger 15 mainly flows to the second refrigerant passage 16 side, and when the first on-off valve 17 is closed, It mainly flows to the third refrigerant passage 18 side.

  As described above, the first on-off valve 17 performs the function of switching the cycle configuration (refrigerant flow path) by opening and closing the second refrigerant passage 16. Therefore, the first on-off valve 17 constitutes a refrigerant flow path switching unit that switches the flow path of the refrigerant circulating in the cycle.

  Further, in the third refrigerant passage 18, a second expansion valve 19 (second throttling means) configured to be able to change the passage area (the throttle opening degree) of the third refrigerant passage 18 is disposed. The second expansion valve 19 is a pressure reducing device that reduces the pressure of the refrigerant.

  More specifically, the second expansion valve 19 includes a valve body configured to be capable of changing the passage opening degree (the throttling opening degree) of the third refrigerant passage 18 and a stepping that changes the throttling opening degree of the valve body. It is an electric variable throttle mechanism configured to have an electric actuator consisting of a motor.

  The second expansion valve 19 of the present embodiment has a fully open function of fully opening the third refrigerant passage 18 when the throttling degree is fully opened, and a fully closed function of closing the third refrigerant passage 18 when the throttling degree is fully closed. It consists of a variable stop mechanism with a function. That is, the second expansion valve 19 can be made not to exert the pressure reducing action of the refrigerant, and can also open and close the third refrigerant passage 18. The operation of the second expansion valve 19 is controlled by a control signal output from the control device.

  The inlet side of the indoor evaporator 20 is connected to the outlet side of the second expansion valve 19. The indoor evaporator 20 is disposed in the casing 31 of the indoor air conditioning unit 30, and in the cooling mode, the dehumidifying heating mode, etc., the refrigerant flowing through the inside is heat-exchanged with the air to evaporate the refrigerant to exhibit a heat absorbing function. It is an evaporator (heat exchanger for heat absorption) which cools air by this.

  The inlet side of the evaporation pressure control valve 25 is connected to the other refrigerant outlet side of the indoor evaporator 20. The evaporation pressure control valve 25 is a refrigerant evaporation pressure maintaining means for maintaining the refrigerant evaporation pressure in the indoor evaporator 20 at or above a reference refrigerant evaporation pressure determined in advance so as not to cause frost formation on the indoor evaporator 20.

  Such evaporation pressure control valve 25 includes a valve body for adjusting the opening degree of the internal refrigerant passage formed inside, and an elasticity for applying a load urging this valve body to the side for closing the internal refrigerant passage. A member (a spring), the valve being accompanied by the expansion of the pressure difference obtained by subtracting the external pressure (atmospheric pressure) applied to the elastic member side from the refrigerant pressure on the inlet side of the internal refrigerant passage (the refrigerant evaporation pressure in the indoor evaporator) A mechanical variable throttle mechanism or the like for increasing the opening can be employed.

  Of course, in the case where the fluctuation of the flow rate of the circulating refrigerant circulating in the cycle is small, instead of the evaporation pressure adjusting valve 25, a fixed throttle consisting of an orifice, a capillary tube or the like may be adopted.

  The outlet side of the evaporation pressure control valve 25 is connected to the inlet side of the accumulator 21. The accumulator 21 is a gas-liquid separator that separates the gas and liquid of the refrigerant flowing into the inside thereof and stores the surplus refrigerant in the cycle. The suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 21. Therefore, the accumulator 21 functions to suppress suction of the liquid phase refrigerant into the compressor 11 and to prevent liquid compression in the compressor 11.

  The bypass passage 22 is a refrigerant passage that guides the refrigerant flowing out of the water refrigerant heat exchanger 12 to the inlet side of the second expansion valve 19 by bypassing the first expansion valve 14 and the outdoor heat exchanger 15. The bypass passage 22 is configured such that the refrigerant in the range from the outlet side of the water refrigerant heat exchanger 12 in the first refrigerant passage 13 to the inlet side of the first expansion valve 14 is the outlet side of the outdoor heat exchanger 15 in the third refrigerant passage 18. To the inlet side of the second expansion valve 19.

  The bypass passage 22 is a refrigerant passage through which the refrigerant flows in parallel to the first expansion valve 14. A second on-off valve 23 (opening and closing means) is disposed in the bypass passage 22. The second on-off valve 23 is a bypass opening and closing unit that opens and closes the bypass passage 22. The second on-off valve 23 is a solenoid valve, and its operation is controlled by a control signal output from the control device.

  The second on-off valve 23 functions to switch the cycle configuration (refrigerant flow path) by opening and closing the bypass passage 22. Therefore, the second on-off valve 23 and the first on-off valve 17 constitute refrigerant flow path switching means for switching the flow path of the refrigerant circulating in the cycle.

  Furthermore, in the present embodiment, the check valve 24 (backflow prevention means) is disposed in the third refrigerant passage 18. The check valve 24 is disposed between the junction of the bypass passage 22 and the third refrigerant passage 18 and the outlet side of the outdoor heat exchanger 15 in the third refrigerant passage 18.

  The check valve 24 allows the flow of refrigerant from the outlet side of the outdoor heat exchanger 15 to the inlet side of the second expansion valve 19, and the outlet side of the outdoor heat exchanger 15 from the inlet side of the second expansion valve 19. Prohibit the flow of refrigerant to the The check valve 24 can prevent the refrigerant joined from the bypass passage 22 to the third refrigerant passage 18 from flowing to the outdoor heat exchanger 15 side.

  The refrigeration cycle apparatus 10 has a joint block 27 (joint block for vehicle). The joint block 27 is an internal heat exchanger that exchanges heat between the low temperature refrigerant flowing in the refrigerant passage extending from the outlet of the accumulator 21 to the refrigerant suction port of the compressor 11 and the high temperature refrigerant flowing in the third refrigerant passage 18.

  The joint block 27 is manufactured by cutting a rectangular block.

  As shown in FIG. 2, FIG. 3 and FIG. 4, the joint block 27 has one main body 271 and two vehicle attachment parts 272. The main body portion 271 has a rectangular parallelepiped shape. The vehicle attachment portion 272 protrudes in a flat plate shape from the main body portion 271.

  In the main body portion 271, a low temperature refrigerant channel 271a and a high temperature refrigerant channel 271b are formed. The low temperature coolant channel 271a and the high temperature coolant channel 271b penetrate the main body 271.

  The low temperature coolant channel 271 a is a coolant channel in communication with the outlet of the accumulator 21. The high temperature coolant channel 271 b is a coolant channel that communicates with the third coolant passage 18.

  Low temperature pipe connection parts 271 c and 271 d are formed at both ends of the low temperature refrigerant flow channel 271 a of the main body part 271. Specifically, an inlet-side low temperature piping connection 271 c is formed at one end of the low temperature coolant channel 271 a of the main body 271, and at the other end of the low temperature coolant channel 271 a of the main body 271. , And an outlet-side low-temperature pipe connection portion 271d are formed.

  High temperature pipe connection portions 271 e and 271 f are formed at both end portions of the high temperature refrigerant flow channel 271 b of the main body portion 271. Specifically, an inlet-side high temperature pipe connection 271 e is formed at one end of the high temperature refrigerant flow channel 271 b of the main body 271, and the other end of the high temperature refrigerant flow channel 271 b of the main body 271 is The outlet-side high temperature pipe connection portion 271 f is formed.

  The dashed-two dotted line in FIG. 2 has shown typically the joint part of the low temperature refrigerant | coolant piping 28, and the joint part of the high temperature refrigerant | coolant piping 29. As shown in FIG. The low temperature refrigerant pipe 28 is a refrigerant pipe which forms a refrigerant passage through which the low temperature refrigerant from the accumulator 21 to the compressor 11 flows.

  The high temperature refrigerant pipe 29 is a refrigerant pipe that forms the third refrigerant passage 18. The high temperature refrigerant pipe 29 is a refrigerant pipe through which the high temperature refrigerant condensed by the outdoor heat exchanger 15 flows.

  The low temperature refrigerant pipe 28 is connected to the inlet side low temperature pipe connection portion 271 c and the outlet side low temperature pipe connection portion 271 d. The high temperature refrigerant pipe 29 is connected to the inlet side high temperature pipe connection portion 271 e and the outlet side high temperature pipe connection portion 271 f.

  Piping connections are made near the inlet-side low-temperature piping connection 271c, near the outlet-side low-temperature piping connection 271d, near the inlet-side high-temperature piping connection 271e, and near the outlet-side high-temperature piping connection 271f of the main body 271 Screw holes 271g are formed. The pipe connection screw hole 271 g is a screw hole used to fasten and fix the joint portion of the refrigerant pipes 28 and 29 to the main body portion 271.

  The inlet-side low temperature pipe connection portion 271 c is formed on the first flat surface portion 271 h of the main body portion 271. The outlet-side low temperature pipe connection portion 271 d is formed in the second flat portion 271 i of the main body 271. The second flat portion 271i is a flat portion adjacent to the first flat portion 271h.

  The inlet-side high temperature pipe connection portion 271 e is formed on the third flat portion 271 j of the main body portion 271. The third flat surface portion 271 j is a flat surface portion located on the opposite side of the first flat surface portion 271 h and adjacent to the second flat surface portion 271 i. The outlet-side high temperature pipe connection portion 271 f is formed in the second flat portion 271 i of the main body portion 271.

  The vehicle attachment portion 272 protrudes from the first flat surface portion 271 h and the third flat surface portion 271 j of the main body portion 271. A vehicle mounting hole 272 a is formed in the vehicle mounting portion 272. The vehicle mounting hole 272a is used to fasten and fix the joint block 27 to the vehicle.

  The joint block 27 is also fastened with a detection device (not shown) such as a pressure sensor and a sight glass (not shown).

  The low temperature refrigerant flow channel 271a and the high temperature refrigerant flow channel 271b are arranged substantially parallel to each other at positions adjacent to each other, and the low temperature refrigerant flowing in the low temperature refrigerant flow channel 271a and the high temperature refrigerant flowing in the high temperature refrigerant flow channel 271b are Heat is exchanged. As a result, heat exchange is efficiently performed between the low temperature refrigerant flowing in the low temperature refrigerant channel 271a and the high temperature refrigerant flowing in the high temperature refrigerant channel 271b, and the enthalpy difference at the inlet / outlet of the indoor evaporator 20 is increased to improve the cooling capacity. Do.

  The amount of heat exchange in the joint block 27 can be adjusted by setting the length of the joint block 27, that is, the lengths of the low temperature coolant channel 271a and the high temperature coolant channel 271b. The amount of heat exchange in the joint block 27 can also be adjusted by setting the distance between the low temperature coolant channel 271 a and the high temperature coolant channel 271 b.

  The assembly procedure of the joint block 27 will be described. First, the joint block 27 is fastened and fixed to the vehicle in advance. Then, the low temperature refrigerant pipe and the high temperature refrigerant pipe are fastened and fixed to the joint block 27 fixed to the vehicle.

  Thereby, the joint block 27 can be assembled to the refrigeration cycle apparatus 10 and to the vehicle.

  Next, the cooling water circulation circuit 40 will be described. As described above, the cooling water circulation circuit 40 is a heat medium circuit that circulates the cooling water for cooling the engine 60. Therefore, the cooling water circulation circuit 40 is connected to the cooling water passage formed inside the engine 60. Further, in the cooling water circulation circuit 40, a first water pump 41 for circulating the cooling water is disposed.

  The first water pump 41 is a pumping device that pumps the cooling water of the cooling water circulation circuit 40 to the inlet side of the cooling water passage of the engine 60. The first water pump 41 has its rotational speed (water pressure feeding capacity) controlled by a control voltage output from a control device (not shown).

  The inlet side of the water passage of the water refrigerant heat exchanger 12 is connected to the outlet side of the cooling water passage of the engine 60. Further, the heat medium inlet of the heater core 42 is connected to the outlet side of the water passage of the water refrigerant heat exchanger 12. The heater core 42 is disposed on the air flow downstream side of the indoor evaporator 17 in the casing 31 of the indoor air conditioning unit 30, and the cooling water heated by the water refrigerant heat exchanger 12 and the air after passing through the indoor evaporator 17 And heat exchange with each other to heat the air.

  Therefore, when the control device operates the first water pump 41, in the cooling water circulation circuit 40, the first water pump 41 → the engine 60 → the water passage of the water refrigerant heat exchanger 12 → the heater core 42 → the first water pump 41 Cooling water circulates. Thus, in the vehicle air conditioner 1 of the present embodiment, the cooling water heated by the water refrigerant heat exchanger 12 can be made to flow into the heater core 42 during heating operation or the like to heat the air.

  Further, a radiator 43 is disposed in the cooling water circulation circuit 40. The radiator 43 is a heat-dissipation heat exchanger that exchanges heat between the cooling water and the outside air to release the heat of the cooling water to the outside air. The radiator 43 is connected in parallel to the water refrigerant heat exchanger 12 and the heater core 42 in the flow of the cooling water.

  The cooling water circulation circuit 40 is provided with an engine bypass passage 44 and a three-way valve 45. The engine bypass flow path 44 is a cooling water flow path through which the cooling water having flowed through the water refrigerant heat exchanger 12 and the heater core 42 flows by bypassing the engine 60. The three-way valve 45 is a coolant flow switching valve that switches between the case where the coolant flowing through the water refrigerant heat exchanger 12 and the heater core 42 flows to the engine 60 side and the case where the coolant flows to the engine bypass flow path 44 side.

  A second water pump 46 is disposed in the engine bypass passage 44. The second water pump 46 is a pumping device for pumping the cooling water of the engine bypass passage 44. The second water pump 46 has its rotational speed (water pressure feeding capacity) controlled by the control voltage output from the control device.

  Therefore, the cooling water can be circulated to the water refrigerant heat exchanger 12 and the heater core 42.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside the instrument panel at the foremost part of the vehicle interior, and accommodates the blower 32, the indoor evaporator 20, the heater core 42 and the like in a casing 31 forming the outer shell thereof. It is.

  The casing 31 forms an air passage for air blown into the vehicle compartment, and is molded of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength. An internal / external air switching device 33 is disposed on the most upstream side of the air flow in the casing 31. The internal / external air switching device 33 switches / introduces the inside air (air in the vehicle compartment) and the outside air.

  The inside / outside air switching device 33 is formed with an inside air inlet for introducing inside air into the casing 31 and an outside air inlet for introducing outside air. Furthermore, inside the inside / outside air switching device 33, an inside / outside air switching door is provided that continuously adjusts the opening area of the inside air inlet and the outside air inlet to change the air volume ratio between the air volume of inside air and the air volume of outside air. It is done.

  On the downstream side of the air flow of the inside / outside air switching device 33, a fan 32 for blowing the air introduced through the inside / outside air switching device 33 toward the vehicle interior is arranged. The blower 32 is an electric blower that drives a centrifugal multi-blade fan (sirocco fan) by an electric motor, and the number of rotations (air flow amount) is controlled by a control signal (control voltage) output from a control device. The centrifugal multiblade fan functions as a blower for blowing air into the vehicle compartment.

  The indoor evaporator 20 and the heater core 42 are arranged in this order with respect to the air flow downstream of the air flow of the blower 32. In other words, the indoor evaporator 20 is disposed upstream of the heater core 42 in the air flow direction.

  The indoor air conditioning unit 30 is capable of independent left and right temperature control. Specifically, the air flow channel is divided into two parallel flow channels 35, 36 by the partition wall 34 in the casing 31, and the air mix door 37 is disposed in each of the two parallel flow channels 35, 36. By independently operating the mix door 37, the air flow rate ratio of the cold and warm air is adjusted in the two parallel flow paths 35 and 36, respectively, to independently control the temperature of the air blown to the left and right two regions in the vehicle compartment.

  In each of the two parallel flow paths 35, 36, a cold air bypass passage 38 is formed, in which the air having passed through the indoor evaporator 20 flows around the heater core 42.

  The air mix door 37 is disposed on the air flow downstream side of the indoor evaporator 20 and on the air flow upstream side of the heater core 42, and of the air after passing through the indoor evaporator 20, the air to be passed through the heater core 42. And the air volume ratio with the air which is allowed to pass through the cold air bypass passage 38.

  A mixing space is provided on the air flow downstream side of the heater core 42 and the air flow downstream side of the cold air bypass passage 38 for mixing the air passing through the heater core 42 and the air passing through the cold air bypass passage 38.

  At the most downstream side of the air flow of the casing 31, there is disposed a blower outlet (not shown) for blowing out the conditioned air mixed in the mixing space into the vehicle compartment which is the space to be air conditioned. Specifically, the air outlet includes a face outlet that blows the conditioned air to the upper body of the passenger in the vehicle, a foot outlet that blows the conditioned air to the feet of the passenger, and a defroster that blows the conditioned air to the inner side of the windshield of the vehicle. An outlet is provided.

  Therefore, the temperature of the conditioned air mixed in the mixing space is adjusted by adjusting the air volume ratio between the air which the air mix door 37 passes the heater core 42 and the air which passes the cold air bypass passage 38, and each air outlet The temperature of the conditioned air blown out from the air is adjusted. The air mix door 37 is driven by a servomotor (not shown) operated by a control signal output from the control device.

  Furthermore, on the air flow upstream side of the face outlet, foot outlet, and defroster outlet, a face door (not shown) for adjusting the opening area of the face outlet, a foot door for adjusting the opening area of the foot outlet (illustrated And a defroster door (not shown) for adjusting the opening area of the defroster outlet.

  These face door, foot door, and defroster door constitute an outlet mode switching means for switching the outlet mode, and the operation is controlled by a control signal output from the control device via a link mechanism or the like. It is driven by a servomotor (not shown).

  Next, the electric control unit of the present embodiment will be described. The control device comprises a known microcomputer including a CPU, a ROM, a RAM and the like, and peripheral circuits thereof, performs various operations and processing based on a control program stored in the ROM, and is connected to the output side Control the operation of control equipment.

  Further, on the input side of the control device, an inside air sensor for detecting the temperature Tr in the vehicle compartment, an outside air sensor for detecting the outside air temperature Tam, a solar radiation sensor for detecting the amount of solar radiation Ts in the vehicle compartment, a temperature of air blown out from the indoor evaporator 20 (Evaporator temperature) Evaporator temperature sensor as evaporator blowout temperature detecting means for detecting Te, Discharge temperature sensor Td for detecting the temperature of refrigerant discharged from the compressor 11, Refrigerant pressure Ph of the water refrigerant heat exchanger 12 Sensor groups for various air conditioning control such as a high pressure sensor which detects the pressure are connected.

  Furthermore, an operation panel (not shown) disposed in the vicinity of the instrument panel at the front of the vehicle interior is connected to the input side of the control device, and operation signals from various operation switches provided on the operation panel are input. Specifically, as various operation switches provided on the operation panel, an air conditioner switch (A / C switch) for setting whether to cool the air blown into the vehicle compartment by the indoor air conditioning unit 30, a car A temperature setting switch or the like for setting a set temperature in the room is provided.

  The control device is integrally formed with control means for controlling the operation of various control devices connected to the output side, but each has a configuration (software and hardware) for controlling the operation of the control device. And control means for controlling the operation of each control device.

  For example, the configuration for controlling the electric motor of the compressor 11 constitutes the discharge capacity control means, and the configuration for controlling the first expansion valve 14 constitutes the first throttle control means, and the configuration for controlling the second expansion valve 19 is The configuration that configures the second throttle control unit and controls the first and second on-off valves 17 and 23 configures the flow channel switching control unit.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described. In the vehicle air conditioner 1 of the present embodiment, as described above, it is possible to switch between the cooling mode for cooling the cabin, the heating mode for heating the cabin, and the dehumidifying heating mode for heating while dehumidifying the cabin.

  An outline of the switching control process of each operation mode will be described. The control device reads the detection signal of the above-mentioned sensor group and the operation signal of the operation panel, and based on the read detection signal and the value of the operation signal, cooling mode, heating mode and first dehumidifying heating mode and second dehumidifying heating mode Can be switched appropriately.

  The first dehumidifying and heating mode is a normal dehumidifying and heating mode in which the temperature adjustable range of the air blown into the vehicle compartment ranges from a low temperature range to a high temperature range. The second dehumidifying and heating mode is a dehumidifying and heating mode in which the temperature adjustable range of the air blown into the vehicle compartment is higher than that in the first dehumidifying and heating mode.

  In this manner, the heating mode, the cooling mode, the first dehumidifying heating mode, and the second dehumidifying heating mode can be appropriately switched according to the operating environment of the vehicular air conditioner 1.

  Next, operations in the heating mode, the cooling mode, the first dehumidifying heating mode, and the second dehumidifying heating mode will be briefly described.

(A) Heating Mode In the heating mode, the control device opens the second refrigerant passage 16 with the first on-off valve 17 and closes the bypass passage 22 with the second on-off valve 23. Further, the control device closes the third refrigerant passage 18 with the second expansion valve 19. Thereby, in the refrigeration cycle apparatus 10, the refrigerant is switched to the refrigerant flow path in which the refrigerant flows as shown by the broken line arrow in FIG.

  Further, the control device closes the cold air bypass passage 38 by the air mix door 37. Thus, the entire flow rate of air after passing through the indoor evaporator 20 passes through the air passage of the heater core 42.

  Therefore, in the refrigeration cycle apparatus 10 in the heating mode, the high pressure refrigerant discharged from the compressor 11 flows into the water refrigerant heat exchanger 12. The refrigerant flowing into the water refrigerant heat exchanger 12 exchanges heat with the cooling water of the cooling water circulation circuit 40 and radiates heat. The cooling water of the cooling water circulation circuit 40 exchanges heat with the air that has been blown from the blower 32 by the heater core 42 and has passed through the indoor evaporator 20 and radiates heat. Thus, the air blown into the vehicle compartment is heated.

  The refrigerant flowing out of the water refrigerant heat exchanger 12 flows into the first expansion valve 14 through the first refrigerant passage 13 and is decompressed and expanded by the first expansion valve 14 until it becomes a low pressure refrigerant. Then, the low-pressure refrigerant reduced in pressure by the first expansion valve 14 flows into the outdoor heat exchanger 15, and absorbs heat from the outside air blown by the blower fan. The refrigerant flowing out of the outdoor heat exchanger 15 flows into the accumulator 21 through the second refrigerant passage 16 and is separated into gas and liquid.

  Then, the gas phase refrigerant separated by the accumulator 21 is drawn from the suction side of the compressor 11 and compressed by the compressor 11 again. The liquid-phase refrigerant separated by the accumulator 21 is stored inside the accumulator 21 as a surplus refrigerant which is not required to exhibit the required refrigeration capacity of the cycle. In addition, since the third refrigerant passage 18 is closed by the second expansion valve 19, the refrigerant does not flow into the indoor evaporator 20.

  As described above, in the heating mode, the heater core 42 dissipates the heat of the high-pressure refrigerant discharged from the compressor 11 to the air blown into the vehicle compartment and the heater core 42 dissipates the heat of the cooling water in the vehicle compartment. The heated air can be blown out into the vehicle compartment by releasing the heat to the air blown to the air. Thereby, heating of the vehicle interior can be realized.

  In the heating mode, the exhaust heat of the engine 60 can be dissipated to the air by the heater core 42, and the heated air can be blown into the vehicle compartment to realize heating of the vehicle compartment.

(B) Cooling Mode In the cooling mode, the control device closes the second refrigerant passage 16 with the first on-off valve 17 and closes the bypass passage 22 with the second on-off valve 23. Further, the control device causes the first expansion passage 14 to fully open the first refrigerant passage 13. Thereby, in the refrigeration cycle apparatus 10, as shown by the solid line arrow in FIG.

  Further, the control device closes the air passage of the heater core 42 by the air mix door 37. As a result, the total flow rate of air after passing through the indoor evaporator 20 passes through the cold air bypass passage 38.

  Further, the control device causes the three-way valve 45 to cause the cooling water having flowed through the water refrigerant heat exchanger 12 and the heater core 42 to flow to the engine bypass flow path 44 side.

  Therefore, in the refrigeration cycle apparatus 10 in the cooling mode, the high pressure refrigerant discharged from the compressor 11 flows into the water refrigerant heat exchanger 12. At this time, the air mix door 37 closes the air passage of the heater core 42, and the three-way valve 45 causes the coolant flowing through the water refrigerant heat exchanger 12 and the heater core 42 to flow to the engine bypass channel 44 side. The refrigerant flowing into the vessel 12 flows out of the water refrigerant heat exchanger 12 with almost no heat exchange with the cooling water of the cooling water circulation circuit 40.

  The refrigerant flowing out of the water refrigerant heat exchanger 12 flows into the first expansion valve 14 via the first refrigerant passage 13. At this time, since the first expansion valve 14 fully opens the first refrigerant passage 13, the refrigerant flowing out of the water refrigerant heat exchanger 12 is not reduced in pressure by the first expansion valve 14, and the outdoor heat exchanger is It flows into 15. Then, the refrigerant that has flowed into the outdoor heat exchanger 15 releases heat to the outside air blown from the blower fan by the outdoor heat exchanger 15.

  The refrigerant flowing out of the outdoor heat exchanger 15 flows into the second expansion valve 19 via the third refrigerant passage 18 and is decompressed and expanded by the second expansion valve 19 until it becomes a low pressure refrigerant. The low pressure refrigerant reduced in pressure by the second expansion valve 19 flows into the indoor evaporator 20, absorbs heat from the air blown from the blower 32, and evaporates. Thus, the air blown into the vehicle compartment is cooled.

  The refrigerant flowing out of the indoor evaporator 20 flows into the accumulator 21 to be separated into gas and liquid. Then, the gas phase refrigerant separated by the accumulator 21 is drawn from the suction side of the compressor 11 and compressed by the compressor 11 again. The liquid-phase refrigerant separated by the accumulator 21 is stored inside the accumulator 21 as a surplus refrigerant which is not required to exhibit the required refrigeration capacity of the cycle.

  As described above, in the cooling mode, since the air passage of the heater core 42 is closed by the air mix door 37, the air cooled by the indoor evaporator 20 can be blown out into the vehicle interior. Thereby, cooling of the vehicle interior can be realized.

  In the cooling mode, the low temperature refrigerant flowing out of the indoor evaporator 20 flows through the low temperature refrigerant flow passage 271a of the joint block 27, and the high temperature refrigerant flowing out of the outdoor heat exchanger 15 flows through the high temperature refrigerant flow passage 271b of the joint block 27 Therefore, the low temperature refrigerant flowing in the low temperature refrigerant channel 271a and the high temperature refrigerant flowing in the high temperature refrigerant channel 271b exchange heat.

  As a result, heat exchange is performed between the low temperature refrigerant flowing in the low temperature refrigerant channel 271a and the high temperature refrigerant flowing in the high temperature refrigerant channel 271b, so the enthalpy difference at the inlet / outlet of the indoor evaporator 20 is increased to improve the cooling capacity.

(C) First Dehumidifying and Heating Mode In the first dehumidifying and heating mode, the control device closes the second refrigerant passage 16 with the first on-off valve 17 and closes the bypass passage 22 with the second on-off valve 23. Then, the control device brings the first and second expansion valves 14 and 19 into the throttled state or the fully open state. Thereby, the refrigeration cycle apparatus 10 is switched to the refrigerant flow path through which the refrigerant flows as shown by the solid line arrow in FIG. 1 as in the cooling mode.

  Further, the first expansion valve 14 and the second expansion valve 19 change the throttle opening degree according to the target blowing temperature TAO which is the target temperature of the blowing air blown into the vehicle compartment and the outside air temperature Tam detected by the outside air sensor. Be done. Specifically, the control device causes the first expansion valve 14 to reduce the passage area of the first refrigerant passage 13 as the target blowout temperature TAO increases and the outside air temperature Tam decreases, and the second expansion valve At 19, the passage area of the third refrigerant passage 18 is increased.

(D) Second Dehumidifying / Heating Mode In the second dehumidifying / heating mode, the control device opens the second refrigerant passage 16 with the first on-off valve 17 and opens the bypass passage 22 with the second on-off valve 23. Then, the control device brings the first and second expansion valves 14 and 19 into the throttled state. Therefore, the refrigeration cycle apparatus 10 is switched to the refrigerant flow path in which the refrigerant flows as shown by the dashed dotted arrow in FIG. 1.

  Therefore, in the refrigeration cycle apparatus 10 in the second dehumidifying and heating mode, the high pressure refrigerant discharged from the compressor 11 flows into the water refrigerant heat exchanger 12, exchanges heat with the cooling water flowing through the heater core 42, and is radiated .

  The refrigerant flowing out of the water refrigerant heat exchanger 12 flows into the first expansion valve 14 through the first refrigerant passage 13 and flows into the second expansion valve 19 through the bypass passage 22. The high pressure refrigerant flowing into the first expansion valve 14 is depressurized until it becomes a low pressure refrigerant. Then, the low pressure refrigerant decompressed by the first expansion valve 14 flows into the outdoor heat exchanger 15, and absorbs heat from the outside air blown from the blower fan.

  On the other hand, the high pressure refrigerant flowing into the second expansion valve 19 is depressurized until it becomes a low pressure refrigerant. Then, the low pressure refrigerant decompressed by the second expansion valve 19 flows into the indoor evaporator 20, absorbs heat from the air blown from the blower 32, and is evaporated. Thus, the air blown into the vehicle compartment is cooled and dehumidified.

  The air cooled and dehumidified by the indoor evaporator 20 is heated by passing through the heater core 42. Thus, the air blown into the vehicle compartment is supplied to the vehicle compartment in a dehumidified and warmed state.

  The refrigerant flowing out of the outdoor heat exchanger 15 and the refrigerant flowing out of the indoor evaporator 20 flow into the accumulator 21 and are separated into gas and liquid. Then, the gas phase refrigerant separated by the accumulator 21 is drawn from the suction side of the compressor 11 and compressed by the compressor 11 again.

  In the present embodiment, since the check valve 24 is provided in the third refrigerant passage 18, the refrigerant does not flow backward from the bypass passage 22 to the outlet side of the outdoor heat exchanger 15.

  Further, in the second dehumidifying and heating mode, the refrigerant flow path connecting the outdoor heat exchanger 15 and the indoor evaporator 20 in parallel to the refrigerant flow is used. Because the refrigerant evaporation pressure in the outdoor heat exchanger 15 can be made equal to the refrigerant evaporation pressure in the indoor evaporator 20, the refrigerant evaporation pressure in the outdoor heat exchanger 15 is the refrigerant in the indoor evaporator 20. It can also be reduced below the evaporation pressure.

  Since the evaporation pressure adjusting valve 25 can lower the refrigerant evaporation pressure in the outdoor heat exchanger 15 than the refrigerant evaporation pressure in the indoor evaporator 20, the refrigerant evaporation pressure in the indoor evaporator 20 is maintained at a predetermined value or more. Then, while suppressing the formation of frost (frost) in the indoor evaporator 20, the heat absorption amount of the refrigerant in the outdoor heat exchanger 15 is increased to increase the heat radiation amount of the refrigerant in the water refrigerant heat exchanger 12. It can be done. As a result, it is possible to expand the temperature control range to the side of raising the temperature of the blown air blown into the vehicle compartment in the second dehumidifying and heating mode.

  As described above, in the second dehumidifying and heating mode, unlike in the first dehumidifying and heating mode, the outdoor heat exchanger 15 and the indoor evaporator 20 are connected in parallel with respect to the refrigerant flow, so that the refrigerant flow path is formed. The refrigerant flow to the vessel 20 can be reduced. Therefore, the heat absorption amount of the refrigerant in the indoor evaporator 20 can be reduced, and the temperature of the air dehumidified by the indoor evaporator 20 can be adjusted by the heater core 42 in the high temperature range than in the first dehumidifying and heating mode. . When reducing the flow rate of the refrigerant to the indoor evaporator 20, it is desirable to reduce the flow rate of the air within a range where sufficient dehumidification of air can be performed.

  Moreover, since the refrigerant evaporation pressure in the outdoor heat exchanger 15 can be made lower than the refrigerant evaporation pressure in the indoor evaporator 20 by the evaporation pressure adjusting valve 25, frost formation may occur in the indoor evaporator 20. The heat absorption amount of the refrigerant in the outdoor heat exchanger 15 can be increased, and the heat release amount of the refrigerant in the water refrigerant heat exchanger 12 can be increased, while suppressing the pressure loss. Therefore, the temperature of the air dehumidified by the indoor evaporator 20 can be adjusted by the heater core 42 in a higher temperature range.

  In the present embodiment, inside the main body portion 271 of the joint block 27, the low temperature refrigerant flow channel 271a and the high temperature refrigerant flow channel 271b are arranged side by side at a distance at which the high temperature refrigerant and the low temperature refrigerant exchange heat.

  According to this, the joint block 27 used to connect a plurality of refrigerant pipes can have the function of the internal heat exchanger. Therefore, compared with the case where the internal heat exchanger of double pipe structure is provided, the configuration can be simplified and the mountability to a vehicle can be improved.

  In the present embodiment, the low temperature refrigerant flowing through the low temperature refrigerant channel 271a is the refrigerant evaporated in the indoor evaporator 20 of the refrigeration cycle apparatus 10 constituting the heat pump cycle, and the high temperature refrigerant flowing through the high temperature refrigerant channel 271b is the refrigeration cycle The refrigerant is the heat radiated by the outdoor heat exchanger 15 of the device 10. Thereby, the refrigerant of the heat pump cycle can be internally heat exchanged to improve the performance of the heat pump cycle.

  In the present embodiment, in the low temperature refrigerant flow channel 271a and the high temperature refrigerant flow channel 271b, the inlet-side low temperature piping connection portion 271c, the outlet side low temperature piping, so that the flow direction of the low temperature refrigerant and the flow direction of the high temperature refrigerant are opposite to each other. Low temperature refrigerant piping and high temperature refrigerant piping are connected to the connection portion 271d, the inlet side high temperature piping connection portion 271e, and the outlet side high temperature piping connection portion 271f. Thereby, heat exchange between the low temperature refrigerant and the high temperature refrigerant can be performed efficiently.

  In the present embodiment, the main body portion 271 of the joint block 27 has a rectangular parallelepiped shape, and the low temperature coolant channel 271a and the high temperature coolant channel 271b are respectively formed by holes formed in the main body 271.

  Thus, the low temperature coolant channel 271 a and the high temperature coolant channel 271 b can be easily formed in the main body 271 of the joint block 27.

  For example, the joint block 27 can be manufactured by cutting a rectangular block, and can be easily manufactured without the need for equipment such as a high temperature furnace.

Second Embodiment
In the above embodiment, the low temperature refrigerant pipe 28 is fastened and fixed to the inlet side low temperature pipe connection 271c and the outlet side low temperature pipe connection 271d, but in the present embodiment, as shown in FIG. The low temperature refrigerant pipe 28 is fixed by brazing to 271 c and the outlet-side low temperature pipe connection 271 d.

  According to this, it is possible to reduce the number of steps of assembling the joint block 27 to the refrigeration cycle apparatus 10.

(Other embodiments)
The above embodiments can be combined as appropriate. The above embodiment can be variously modified as follows, for example.

  (1) In the above-mentioned embodiment, although two vehicle attachment parts 272 are provided, even if one vehicle attachment part 272 is provided, the joint block 27 can be fastened and fixed to the vehicle.

  (2) The above embodiment shows an example of the connecting direction of the refrigerant pipe to the joint block 27. The connecting direction of the refrigerant pipe to the joint block 27 may be other various directions.

  (3) In the above embodiment, the pipe connection parts 271c, 271d, 271e, and 271f are formed on the first flat part 271h, the second flat part 271i, and the third flat part 271j of the main body 271 of the joint block 27. The pipe connection portions 271 c, 271 d, 271 e, and 271 f may be formed on only one of six flat portions of the main body portion 271 of the joint block 27.

  It is also possible to further enhance the mountability to a vehicle by consolidating all the pipe connection parts 271c, 271d, 271e, 271f into one flat part.

  (4) A screw hole for mounting a pressure sensor or a temperature sensor may be provided in the middle of the low temperature coolant channel 271a and the high temperature coolant channel 271b.

10 Refrigeration cycle device (refrigeration cycle)
15 Outdoor heat exchanger (dissipator)
20 Indoor evaporator (evaporator)
271 main part 272 attachment part 271a low temperature refrigerant flow channel 271b high temperature refrigerant flow channel 271c inlet side low temperature piping connection section (low temperature piping connection section)
271d Outlet side low temperature piping connection (low temperature piping connection)
271e Inlet side high temperature piping connection (high temperature piping connection)
271f Outlet side high temperature piping connection (high temperature piping connection)

Claims (5)

A low temperature refrigerant flow passage (271a) through which the low temperature refrigerant flows, and a main body (271) in which a high temperature refrigerant flow passage (271b) through which the high temperature refrigerant flows is formed;
And an attaching portion (272) for attaching the main body portion (271) to a vehicle,
The low temperature coolant channel (271a) and the high temperature coolant channel (271b) pass through the main body (271),
Low temperature pipe connection parts (271c, 271d) to which low temperature refrigerant pipes (28) through which the low temperature refrigerant flows are connected are formed at both ends of the low temperature refrigerant channel (271a) of the main body part (271) Yes,
High temperature pipe connection parts (271e, 271f) to which high temperature refrigerant pipes (29) through which the high temperature refrigerant flows are connected are formed at both ends of the high temperature refrigerant channel (271b) of the main body part (271) Yes,
The vehicle in which the low temperature refrigerant flow channel (271a) and the high temperature refrigerant flow channel (271b) are arranged side by side at intervals at which the high temperature refrigerant and the low temperature refrigerant exchange heat Joint block. The low temperature refrigerant is a refrigerant evaporated in the evaporator (20) of the refrigeration cycle (10),
The joint block for a vehicle according to claim 1, wherein the high temperature refrigerant is a refrigerant which is dissipated by a radiator (15) of the refrigeration cycle (10).   In the low temperature refrigerant flow channel (271a) and the high temperature refrigerant flow channel (271b), the low temperature pipe connection (271c, 271d) such that the flow direction of the low temperature refrigerant and the flow direction of the high temperature refrigerant are opposite to each other. The joint block for a vehicle according to claim 1 or 2, wherein the low temperature refrigerant pipe (28) and the high temperature refrigerant pipe are connected to the high temperature pipe connection portion (271e, 271f). The main body (271) has a rectangular parallelepiped shape,
The vehicle according to any one of claims 1 to 3, wherein the low temperature refrigerant flow channel (271a) and the high temperature refrigerant flow channel (271b) are respectively formed by holes formed in the main body (271). Joint block.   The low-temperature pipe connection (271c, 271d) and the high-temperature pipe connection (271e, 271f) are formed on only one of six flat parts of the main body (271). Vehicle joint block as described.

Images