JP6319042B2 - Ejector refrigeration cycle - Google Patents

Description

  The present invention relates to an ejector-type refrigeration cycle including an ejector as refrigerant decompression means.

  2. Description of the Related Art Conventionally, an ejector refrigeration cycle that is a vapor compression refrigeration cycle apparatus including an ejector as refrigerant decompression means is known.

  In this type of ejector-type refrigeration cycle, the pressure of the suction refrigerant is lower than that of a normal refrigeration cycle apparatus in which the refrigerant evaporation pressure in the evaporator and the pressure of the suction refrigerant sucked into the compressor are substantially equal due to the boosting action of the ejector. Can be raised. Thereby, in the ejector type refrigeration cycle, the power consumption of the compressor can be reduced and the coefficient of performance (COP) of the cycle can be improved.

  Furthermore, Patent Document 1 discloses an ejector-type refrigeration cycle including an ejector provided with a swirling space that causes a swirling flow to occur in a supercooled liquid phase refrigerant flowing into a nozzle portion (nozzle passage).

  In the ejector of Patent Document 1, the refrigerant on the swivel center side is boiled under reduced pressure by swirling the supercooled liquid phase refrigerant in the swirl space, and there is more gas phase refrigerant on the center side than on the outer peripheral side of the swirl space. The refrigerant is in a two-phase separated state. And by flowing the refrigerant in the two-phase separated state into the nozzle passage, the boiling of the refrigerant in the nozzle passage is promoted, and the energy conversion efficiency when the pressure energy of the refrigerant is converted into kinetic energy in the nozzle passage is improved. Yes.

JP 2013-177879 A

  However, according to studies by the present inventors, in the ejector refrigeration cycle of Patent Document 1, noise may be generated from the ejector when the compressor is started. It should be noted that the time when the compressor is started includes the time immediately after the compressor is started, and at least the time from when the compressor does not exhibit the refrigerant discharge capability to the state where the desired target refrigerant discharge capability is achieved. Shall be.

  Therefore, the present inventors investigated the cause.For example, when the ejector-type refrigeration cycle is started at a high outside air temperature, the gas-liquid two-phase refrigerant that is not sufficiently cooled from the radiator is started when the compressor is started. It was found that this was caused by the fact that the gas-liquid two-phase refrigerant flowed into the ejector.

  The reason is that, in the ejector of Patent Document 1, in order to allow the supercooled liquid-phase refrigerant to flow into the swirling space and properly swivel, the passage cross-sectional areas of the refrigerant inflow passages that guide the refrigerant from the outside of the ejector to the swirling space are compared. This is because it is set to a small value.

  For this reason, when the gas-liquid two-phase refrigerant flows into the refrigerant inflow passage, the gas-liquid two-phase refrigerant flowing through the refrigerant inflow passage becomes faster than the case where the dense supercooled liquid phase refrigerant flows in, Frictional noise is generated when passing through the refrigerant inflow passage. Furthermore, if this frictional sound resonates with the gas-phase refrigerant that is unevenly distributed in a columnar shape on the center side of the swirling space, there is a possibility that a large noise is generated due to so-called air column resonance.

  In view of the above points, an object of the present invention is to reduce noise generated from an ejector when a compressor is started in an ejector refrigeration cycle including an ejector having a swirl flow generating means.

The present invention has been devised in order to achieve the above object. In the invention according to claim 1, the compressor (11) compresses and discharges the refrigerant, and the compressor (11) discharges the refrigerant. A radiator (12) for radiating the refrigerant, a swirling flow generating means (30a, 31e) for generating a swirling flow in the refrigerant flowing out of the radiator (12), and a refrigerant flowing out of the swirling flow generating means (30a, 31e) , The refrigerant suction port (31b) for sucking the refrigerant by the suction action of the high-speed jet refrigerant jetted from the nozzle portion (13a), and the jet refrigerant and the refrigerant suction port (31b) Ejector (13) having a body part (30) formed with a pressure increasing part (13c) for mixing and increasing the pressure of the suctioned refrigerant sucked from, and evaporating the refrigerant to flow out to the refrigerant suction port (31b) side Steam Comprising a vessel (14), the discharge capacity control means for controlling the refrigerant discharge capacity of the compressor (11) and (60a), a
The swirling flow generating means includes a portion that forms a swirling space (30a) formed in the shape of a rotating body, and a refrigerant inflow passage (31e) that allows the refrigerant to flow along the outer peripheral side wall surface of the swirling space (30a). It has a part to form,
Discharge capacity control means (60a) is at the start of the compressor (11), an increase amount per predetermined time of the refrigerant discharge capacity is to be lower than the reference capacity increment a predetermined, which increases the refrigerant discharge capacity And
The reference capacity increase is characterized by an ejector refrigeration cycle, which is the maximum capacity increase that the compressor (11) can increase per predetermined time .

  According to this, when the compressor (11) is started, the discharge capacity control means (60a) reduces the refrigerant discharge capacity so that the increase amount of the refrigerant discharge capacity per predetermined time is lower than the predetermined reference capacity increase amount. increase. Therefore, even if the gas-liquid two-phase refrigerant flows into the refrigerant inflow passage (31e), the flow rate of the gas-liquid two-phase refrigerant is suppressed from becoming high, and the gas-liquid two-phase refrigerant is transferred to the refrigerant inflow passage (31e). ) Can be reduced.

As a result, in an ejector-type refrigeration cycle including an ejector having swirl flow generating means (30a, 31e), noise generated from the ejector (13) when the compressor (11) is started can be reduced. Further, as the reference capacity increase amount, the maximum capacity increase amount that the compressor (11) can increase per predetermined time, that is, the maximum capacity per predetermined time determined by the inherent capacity of the compressor (11). An increase amount may be adopted .

In the invention according to claim 2 , the compressor (11) that compresses and discharges the refrigerant, the radiator (12) that radiates the refrigerant discharged from the compressor (11), and the radiator (12) Swirling flow generating means (30a, 31e) for generating a swirling flow in the refrigerant flowing out from the nozzle, a nozzle section (13a) for depressurizing the refrigerant flowing out from the swirling flow generating means (30a, 31e), and a nozzle section (13a) The refrigerant suction port (31b) that sucks the refrigerant by the suction action of the high-speed jet refrigerant that is jetted from and the booster unit that boosts the pressure by mixing the jetted refrigerant and the suction refrigerant sucked from the refrigerant suction port (31b) ( 13c), an ejector (13) having a body part (30), an evaporator (14) for evaporating the refrigerant and flowing out to the refrigerant suction port (31b) side, and swirl flow generating means (30a, 31e) And adjusting the inflow flow rate of refrigerant flowing into the inlet flow adjusting means (16) comprises a,
The swirling flow generating means includes a portion that forms a swirling space (30a) formed in the shape of a rotating body, and a refrigerant inflow passage (31e) that allows the refrigerant to flow along the outer peripheral side wall surface of the swirling space (30a). It has a part to form,
Inlet flow adjusting means (16), when starting the compressor (11), an increase amount per predetermined time of the inflow refrigerant flow rate, so as to be lower than the reference flow rate increment a predetermined, those that increase the inflow refrigerant flow rate And
The reference flow rate increase amount is characterized by an ejector-type refrigeration cycle that is the maximum flow rate increase amount that the inflow flow rate adjusting means (16) can increase per predetermined time .

  According to this, when the compressor (11) is started, the inflow flow rate adjusting means (16) reduces the inflow refrigerant flow rate so that the increase amount of the inflow refrigerant flow rate per predetermined time is lower than the predetermined reference flow rate increase amount. increase. Therefore, even if the gas-liquid two-phase refrigerant flows into the refrigerant inflow passage (31e), the flow rate of the gas-liquid two-phase refrigerant is suppressed from becoming high, and the gas-liquid two-phase refrigerant is transferred to the refrigerant inflow passage (31e). ) Can be reduced.

As a result, in an ejector-type refrigeration cycle including an ejector having swirl flow generating means (30a, 31e), noise generated from the ejector (13) when the compressor (11) is started can be reduced. Further, as the reference flow rate increase amount, a maximum flow rate increase amount that can be increased per predetermined time by the inflow flow rate adjusting means (16) may be adopted .

  In addition, when the compressor (11) is started as described in the above claims, it is immediately after the compressor (11) is started, and at least the compressor (11) does not exhibit the refrigerant discharge capability. It is assumed that the time until a state in which a desired target refrigerant discharge capacity is exhibited is reached is included. Further, the refrigerant inflow passage (31e) is not limited to one, and a plurality of refrigerant inflow passages (31e) may be provided.

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

It is a typical whole block diagram of the vehicle air conditioner to which the ejector type refrigerating cycle of 1st Embodiment was applied. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a typical whole block diagram of the vehicle air conditioner to which the ejector type refrigeration cycle of 2nd Embodiment was applied. It is a block diagram which shows the electric control part of the vehicle air conditioner of 2nd Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 2nd Embodiment. It is a control characteristic figure of the flow regulating valve of a 2nd embodiment. It is a typical whole block diagram of the vehicle air conditioner to which the ejector type refrigeration cycle of 3rd Embodiment was applied.

(First embodiment)
The first embodiment of the present invention will be described below with reference to FIGS. The ejector refrigeration cycle 10 of the present embodiment shown in the overall configuration diagram of FIG. 1 is applied to a vehicle air conditioner 1 and cools blown air that is blown into a vehicle interior (indoor space) that is an air conditioning target space. Fulfills the function. Therefore, the fluid to be cooled in the ejector refrigeration cycle 10 is blown air.

  The ejector refrigeration cycle 10 employs an HFC refrigerant (specifically, R134a) as the refrigerant, and constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the refrigerant critical pressure. Of course, an HFO refrigerant (specifically, R1234yf) or the like may be adopted as the refrigerant. The refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  Among the constituent devices of the ejector refrigeration cycle 10, the compressor 11 sucks the refrigerant and discharges it until it becomes a high-pressure refrigerant. The compressor 11 is disposed in an engine room together with an internal combustion engine (engine) (not shown) that outputs a driving force for traveling the vehicle. The compressor 11 is driven by a rotational driving force output from the engine via a pulley, a belt, and the like.

  More specifically, in the present embodiment, a variable displacement compressor configured to adjust the refrigerant discharge capacity by changing the discharge capacity is adopted as the compressor 11. The discharge capacity (refrigerant discharge capacity) of the compressor 11 is controlled by a control current output from the control device 60 described later to the discharge capacity control valve of the compressor 11.

  Here, the engine room in the present embodiment is an outdoor space in which the engine is accommodated, and is a space surrounded by a vehicle body, a firewall 50 described later, and the like. The engine room is sometimes called the engine compartment. A refrigerant inlet of the condenser 12 a of the radiator 12 is connected to the discharge port of the compressor 11.

  The radiator 12 is a heat exchanger for heat radiation that radiates and cools the high-pressure refrigerant by exchanging heat between the high-pressure refrigerant discharged from the compressor 11 and outside air (outside air) blown by the cooling fan 12d. . The radiator 12 is arranged on the front side of the vehicle in the engine room.

  More specifically, the radiator 12 of the present embodiment causes heat exchange between the high-pressure gas-phase refrigerant discharged from the compressor 11 and the outside air blown from the cooling fan 12d, and dissipates the high-pressure gas-phase refrigerant to condense. The condensing unit 12a, the receiver 12b that separates the gas-liquid refrigerant flowing out from the condensing unit 12a and stores excess liquid-phase refrigerant, and the liquid-phase refrigerant that flows out from the receiver unit 12b and the outside air blown from the cooling fan 12d. It is configured as a so-called subcool type condenser having a supercooling section 12c that performs heat exchange and supercools the liquid phase refrigerant.

  The cooling fan 12 d is an electric blower in which the rotation speed (the amount of blown air) is controlled by a control voltage output from the control device 60. The refrigerant inlet 31a of the ejector module 13 is connected to the refrigerant outlet of the supercooling portion 12c of the radiator 12.

  The ejector module 13 functions as a refrigerant decompression unit that decompresses the supercooled high-pressure liquid-phase refrigerant that has flowed out of the radiator 12, and from an evaporator 14 that will be described later by the suction action of the refrigerant flow injected at a high speed. It functions as a refrigerant circulating means (refrigerant transporting means) for sucking (transporting) the circulated refrigerant and circulating it.

  Furthermore, the ejector module 13 of the present embodiment also has a function as a gas-liquid separating means for separating the gas-liquid of the refrigerant whose pressure has been reduced.

  That is, the ejector module 13 of the present embodiment is configured as a “gas-liquid separating means integrated ejector” or “an ejector with a gas-liquid separating function”. In this embodiment, in order to clarify the difference from an ejector that does not have a gas-liquid separation means (gas-liquid separation space), a configuration in which the ejector and the gas-liquid separation means are integrated (modularized), This is expressed using the term ejector module.

  The ejector module 13 is disposed in the engine room together with the compressor 11 and the radiator 12. In addition, the up and down arrows in FIG. 1 indicate the up and down directions when the ejector module 13 is mounted on the vehicle, and the up and down directions when other components are mounted on the vehicle It is not limited to. Further, FIG. 1 shows an axial sectional view of the ejector module 13.

  More specifically, as shown in FIG. 1, the ejector module 13 of the present embodiment includes a body portion 30 configured by combining a plurality of constituent members. The body part 30 is formed of a cylindrical or prismatic metal member. The body portion 30 is formed with a plurality of refrigerant inlets, a plurality of internal spaces, and the like.

  Specifically, the plurality of refrigerant inflow / outflow ports formed in the body part 30 include a refrigerant inflow port 31a that causes the refrigerant that has flowed out from the radiator 12 to flow into the inside, and a refrigerant suction port 31b that draws in the refrigerant that has flowed out from the evaporator 14 The liquid-phase refrigerant separated in the gas-liquid separation space 30f formed in the body part 30 is separated in the liquid-phase refrigerant outlet 31c for flowing out to the refrigerant inlet side of the evaporator 14 and the gas-liquid separation space 30f. A gas-phase refrigerant outlet 31 d for allowing the vapor-phase refrigerant thus discharged to flow out to the suction side of the compressor 11 is formed.

  The internal space formed in the body 30 includes a swirl space 30a for swirling the refrigerant flowing in from the refrigerant inlet 31a, a decompression space 30b for depressurizing the refrigerant flowing out of the swirl space 30a, and a decompression space 30b. A pressurizing space 30e for allowing the refrigerant that has flowed out of the air to flow in, a gas-liquid separation space 30f for separating the gas and liquid of the refrigerant that has flowed out of the pressurizing space 30e, and the like are formed.

  The swirl space 30a and the gas-liquid separation space 30f are formed in a substantially cylindrical rotating body shape. The decompression space 30b and the pressure increase space 30e are formed in a substantially truncated cone-shaped rotating body shape that gradually expands from the swirl space 30a side toward the gas-liquid separation space 30f side. The central axes of these spaces are all arranged coaxially. The rotating body shape is a three-dimensional shape formed when a plane figure is rotated around one straight line (central axis) on the same plane.

  Further, the body portion 30 is formed with a suction passage 13b that guides the refrigerant sucked from the refrigerant suction port 31b to the downstream side of the refrigerant flow in the decompression space 30b and to the upstream side of the refrigerant flow in the pressurization space 30e. Yes.

  The refrigerant inflow passage 31e that connects the refrigerant inlet 31a and the swirling space 30a extends in the tangential direction of the inner wall surface of the swirling space 30a when viewed from the central axis direction of the swirling space 30a. Thereby, the refrigerant that has flowed into the swirl space 30a from the refrigerant inflow passage 31e flows along the outer peripheral side wall surface of the swirl space 30a and swirls around the central axis of the swirl space 30a.

  Since centrifugal force acts on the refrigerant swirling in the swirling space 30a, the refrigerant pressure on the central axis side is lower than the refrigerant pressure on the outer peripheral side in the swirling space 30a. Therefore, in the present embodiment, during normal operation of the ejector refrigeration cycle 10, the refrigerant pressure on the central axis side in the swirling space 30a is set to the pressure that becomes the saturated liquid phase refrigerant, or the refrigerant boils under reduced pressure (causes cavitation) The pressure is lowered to the pressure.

  Such adjustment of the refrigerant pressure on the central axis side in the swirling space 30a can be realized by adjusting the swirling flow velocity of the refrigerant swirling in the swirling space 30a. Further, the swirl flow rate can be adjusted by adjusting the area ratio between the passage sectional area of the refrigerant inflow passage 31e and the vertical sectional area in the axial direction of the swirling space 30a, for example.

  For this reason, in this embodiment, the passage sectional area of the refrigerant inflow passage 31e is formed to be smaller than the axial vertical sectional area of the swirling space 30a, and is set to a relatively small value. Note that the swirling flow velocity in the present embodiment means the flow velocity in the swirling direction of the refrigerant in the vicinity of the outermost peripheral portion of the swirling space 30a.

  A passage forming member 35 is disposed inside the decompression space 30b and the boosting space 30e. The passage forming member 35 is formed in a substantially conical shape that spreads toward the outer peripheral side as it is separated from the decompression space 30b, and the central axis of the passage formation member 35 is also arranged coaxially with the central axis of the decompression space 30b and the like. ing.

  The shape of the vertical cross section in the axial direction is annular (circular) between the inner peripheral surface of the portion forming the decompression space 30b and the pressurization space 30e of the body portion 30 and the conical side surface of the passage forming member 35. To a doughnut-shaped refrigerant passage excluding a small-diameter circular shape arranged coaxially.

  Among these refrigerant passages, the refrigerant passage formed between the portion forming the decompression space 30b of the body portion 30 and the portion on the top side of the conical side surface of the passage forming member 35 is directed toward the downstream side of the refrigerant flow. It is formed in a shape that narrows the passage cross-sectional area. Due to this shape, the refrigerant passage constitutes a nozzle passage 13a that functions as a nozzle portion that is isentropically decompressed and ejected.

  More specifically, the nozzle passage 13a of the present embodiment gradually reduces the passage cross-sectional area from the inlet side of the nozzle passage 13a toward the minimum passage area portion, and from the minimum passage area portion to the outlet side of the nozzle passage 13a. It is formed in a shape that gradually increases the cross-sectional area of the passage. That is, in the nozzle passage 13a of the present embodiment, the refrigerant passage cross-sectional area changes in the same manner as a so-called Laval nozzle.

  Here, the aforementioned swirl space 30a is disposed above the nozzle passage 13a and upstream of the refrigerant flow. For this reason, the swirling space 30a of the present embodiment swirls the supercooled liquid phase refrigerant flowing into the nozzle passage 13a around the axis of the nozzle passage 13a. Therefore, in this embodiment, the part which forms the turning space 30a in the body 30 and the part which forms the refrigerant | coolant inflow passage 31e comprise the swirl | flow flow generation means described in the claim. In other words, in the present embodiment, the ejector and the swirl flow generating means are integrally configured.

  On the other hand, the refrigerant passage formed between the portion of the body portion 30 forming the pressurizing space 30e and the downstream portion of the conical side surface of the passage forming member 35 has a passage sectional area toward the downstream side of the refrigerant flow. It is formed into a shape that gradually expands. Due to this shape, this refrigerant passage constitutes a diffuser passage 13c that functions as a diffuser portion (pressure increase portion) for mixing and increasing the pressure of the refrigerant injected from the nozzle passage 13a and the suction refrigerant sucked from the refrigerant suction port 31b. doing.

  An element 37 is disposed inside the body portion 30 as driving means for displacing the passage forming member 35 to change the passage sectional area of the minimum passage area portion of the nozzle passage 13a.

  More specifically, the element 37 has a diaphragm that is displaced according to the temperature and pressure of the refrigerant (that is, the refrigerant flowing out of the evaporator 14) flowing through the suction passage 13b. Then, the displacement of the diaphragm is transmitted to the passage forming member 35 through the operating rod 37a, so that the passage forming member 35 is displaced in the vertical direction.

  Further, the element 37 displaces the passage forming member 35 in a direction (vertical lower side) in which the passage cross-sectional area of the minimum passage area portion is enlarged as the temperature (superheat degree) of the refrigerant flowing out of the evaporator 14 increases. . On the other hand, the element 37 displaces the passage forming member 35 in a direction (vertical direction upper side) in which the passage cross-sectional area of the minimum passage area portion is reduced as the temperature (superheat degree) of the refrigerant flowing out of the evaporator 14 decreases. .

  In the present embodiment, the element 37 displaces the passage forming member 35 in accordance with the degree of superheat of the refrigerant flowing out of the evaporator 14 as described above, so that the degree of superheat of the refrigerant on the outlet side of the evaporator 14 becomes a predetermined reference superheat degree. The passage cross-sectional area of the minimum passage area portion of the nozzle passage 13a is adjusted so as to approach.

  The gas-liquid separation space 30 f is disposed on the lower side of the passage forming member 35. The gas-liquid separation space 30f constitutes a centrifugal-type gas-liquid separation means that turns the refrigerant flowing out of the diffuser passage 13c around the central axis and separates the gas-liquid of the refrigerant by the action of centrifugal force.

  Furthermore, in the present embodiment, the internal volume of the gas-liquid separation space 30f is a volume that can store only a very small amount of surplus refrigerant even if the refrigerant circulation flow rate that circulates the cycle fluctuates due to load fluctuation in the cycle. Alternatively, the ejector module 13 as a whole is reduced in size so that the surplus refrigerant can hardly be accumulated.

  Further, in the part of the body portion 30 that forms the bottom surface of the gas-liquid separation space 30f, the refrigerating machine oil in the separated liquid-phase refrigerant is connected to the gas-liquid separation space 30f and the gas-phase refrigerant outlet 31d. An oil return passage 31f for returning to the phase refrigerant passage is formed. A suction port of the compressor 11 is connected to the gas-phase refrigerant outlet 31d.

  On the other hand, an orifice 31i as a pressure reducing means for reducing the pressure of the refrigerant flowing into the evaporator 14 is disposed in the liquid phase refrigerant passage connecting the gas-liquid separation space 30f and the liquid phase refrigerant outlet 31c. The liquid refrigerant outlet 31c is connected to the refrigerant inlet of the evaporator 14 via an inlet pipe 15a.

  The evaporator 14 heat-exchanges the low-pressure refrigerant decompressed in the nozzle passage 13a of the ejector module 13 and the blown air blown from the blower 42 into the vehicle interior, thereby evaporating the low-pressure refrigerant and exerting an endothermic effect. This is an endothermic heat exchanger. Furthermore, the evaporator 14 is arrange | positioned in the casing 41 of the indoor air conditioning unit 40 mentioned later.

  Here, the vehicle according to the present embodiment is provided with a firewall 50 as a partition plate that partitions the vehicle interior and the engine room outside the vehicle interior. The firewall 50 also has a function of reducing heat, sound, etc. transmitted from the engine room to the vehicle interior, and is sometimes referred to as a dash panel.

  As shown in FIG. 1, the indoor air conditioning unit 40 is disposed on the vehicle interior side with respect to the firewall 50. Accordingly, the evaporator 14 is disposed in the vehicle interior (indoor space). A refrigerant suction port 31b of the ejector module 13 is connected to the refrigerant outlet of the evaporator 14 via an outlet pipe 15b.

  Here, as described above, since the ejector module 13 is disposed in the engine room (outdoor space), the inlet pipe 15 a and the outlet pipe 15 b are disposed so as to penetrate the firewall 50.

  More specifically, the firewall 50 is provided with a circular or rectangular through hole 50a penetrating the engine room side and the vehicle interior side. Further, the inlet pipe 15a and the outlet pipe 15b are integrated by being connected to a connector 51 that is a metal member for connection. The inlet pipe 15a and the outlet pipe 15b are arranged so as to penetrate the through hole 50a in a state where they are integrated by the connector 51.

  At this time, the connector 51 is positioned on the inner peripheral side or in the vicinity of the through hole 50a. A packing 52 formed of an elastic member is disposed in the gap between the outer peripheral side of the connector 51 and the opening edge of the through hole 50a. In the present embodiment, the packing 52 is formed of ethylene propylene diene copolymer rubber (EPDM), which is a rubber material having excellent heat resistance.

  In this way, by interposing the packing 52 in the gap between the connector 51 and the through hole 50a, water, noise, and the like leak from the engine room to the vehicle compartment through the gap between the connector 51 and the through hole 50a. Is suppressed.

  Next, the indoor air conditioning unit 40 will be described. The indoor air conditioning unit 40 is for blowing out the blown air whose temperature has been adjusted by the ejector refrigeration cycle 10 into the vehicle interior, and is disposed inside the instrument panel (instrument panel) at the forefront of the vehicle interior. Furthermore, the indoor air conditioning unit 40 is configured by housing a blower 42, an evaporator 14, a heater core 44, an air mix door 46, and the like in a casing 41 that forms an outer shell thereof.

  The casing 41 forms an air passage for the blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. On the most upstream side of the blast air flow in the casing 41, an inside / outside air switching device 43 is disposed as an inside / outside air switching means for switching and introducing the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) into the casing 41. ing.

  The inside / outside air switching device 43 continuously adjusts the opening area of the inside air introduction port through which the inside air is introduced into the casing 41 and the outside air introduction port through which the outside air is introduced by the inside / outside air switching door, so that the air volume of the inside air and the air volume of the outside air are adjusted. The air volume ratio is continuously changed. The inside / outside air switching door is driven by an electric actuator for the inside / outside air switching door, and the operation of the electric actuator is controlled by a control signal output from the control device 60.

  A blower 42 as a blowing means for blowing the air sucked through the inside / outside air switching device 43 toward the vehicle interior is disposed on the downstream side of the blowing air flow of the inside / outside air switching device 43. The blower 42 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage output from the control device 60.

  On the downstream side of the blower air flow of the blower 42, the evaporator 14 and the heater core 44 are arranged in this order with respect to the flow of the blown air. In other words, the evaporator 14 is disposed upstream of the blower air flow with respect to the heater core 44. The heater core 44 is a heat exchanger for heating that heats the blown air by exchanging heat between the engine coolant and the blown air that has passed through the evaporator 14.

  Further, in the casing 41, a cold air bypass passage 45 is formed in which the blown air that has passed through the evaporator 14 bypasses the heater core 44 and flows downstream. An air mix door 46 is disposed on the downstream side of the blowing air flow of the evaporator 14 and on the upstream side of the blowing air flow of the heater core 44.

  The air mix door 46 is an air volume ratio adjusting unit that adjusts an air volume ratio between air that passes through the heater core 44 and air that passes through the cold air bypass passage 45 in the air after passing through the evaporator 14. The air mix door 46 is driven by an electric actuator for driving the air mix door, and the operation of the electric actuator is controlled by a control signal output from the control device 60.

  On the downstream side of the air flow of the heater core 44 and the downstream side of the air flow of the cold air bypass passage 45, a mixing space for mixing the air that has passed through the heater core 44 and the air that has passed through the cold air bypass passage 45 is provided. Therefore, the air mix door 46 adjusts the air volume ratio, thereby adjusting the temperature of the blown air (air conditioned air) mixed in the mixing space.

  Furthermore, an opening hole (not shown) for blowing the conditioned air mixed in the mixing space into the vehicle interior, which is the air-conditioning target space, is arranged at the most downstream portion of the blast air flow of the casing 41. Specifically, the opening hole includes a face opening hole that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot opening hole that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. The defroster opening hole which blows off air-conditioning wind toward is provided.

  The air flow downstream of these face opening holes, foot opening holes, and defroster opening holes is connected to the face air outlet, foot air outlet, and defroster air outlet provided in the vehicle interior via ducts that form air passages, respectively. Neither is shown).

  Further, on the upstream side of the air flow of the face opening hole, foot opening hole, and defroster opening hole, a face door for adjusting the opening area of the face opening hole, a foot door for adjusting the opening area of the foot opening hole, and a defroster opening, respectively. A defroster door (both not shown) for adjusting the opening area of the hole is disposed.

  These face doors, foot doors, and defroster doors constitute the outlet mode switching means for switching the outlet mode, and are linked to and linked to the electric actuator for driving the outlet mode door via a link mechanism or the like. And rotated. The operation of this electric actuator is also controlled by a control signal output from the control device 60.

  Note that the blowout mode is the face mode in which the face opening hole is fully open and blows air to the upper body of the occupant, and both the face opening hole and the foot opening hole are opened and the air is blown toward the occupant's upper body and feet. Front mode that opens the defroster opening hole and opens the defroster opening hole only by a small opening, and blows out the blowing air mainly toward the feet of the passengers in the passenger compartment, with the defroster opening hole fully open. There is a defroster mode that blows air toward the inner surface of the glass.

  Next, the outline of the electric control unit of the present embodiment will be described with reference to FIG. The control device 60 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The control device 60 performs various calculations and processes based on the air conditioning control program stored in the ROM. The operation of various electric actuators such as the compressor 11, the cooling fan 12d, and the blower 42 connected to the output side is controlled.

  Further, the control device 60 includes an inside air temperature sensor 61 that detects the vehicle interior temperature (inside air temperature) Tr, an outside air temperature sensor 62 that detects the outside air temperature Tam, a solar radiation sensor 63 that detects the amount of solar radiation As in the vehicle interior, and an evaporator. 14, an evaporator temperature sensor 64 for detecting the blown air temperature (evaporator temperature) Tefin, a coolant temperature sensor 65 for detecting the coolant temperature Tw of the engine coolant flowing into the heater core 44, and the high pressure discharged from the compressor 11. A group of sensors for air conditioning control such as a high pressure side pressure sensor 66 for detecting refrigerant pressure (high pressure side refrigerant pressure) Pd is connected, and detection values of these sensor groups are inputted.

  Further, an operation panel 70 (not shown) disposed near the instrument panel in front of the passenger compartment is connected to the input side of the control device 60, and operation signals from various operation switches provided on the operation panel 70 are transmitted to the control device. 60. As various operation switches provided on the operation panel 70, an auto switch for setting the automatic control operation of the vehicle air conditioner 1, a vehicle interior temperature setting switch for setting the vehicle interior set temperature Tset, and an air volume of the blower 42 are manually set. An air volume setting switch and the like are provided.

  The control device 60 of the present embodiment is configured such that control means for controlling the operation of various devices to be controlled connected to the output side is integrally configured. A configuration (hardware and software) for controlling the operation of the device constitutes a control means for various control target devices.

  For example, in the present embodiment, the configuration that controls the operation of the discharge capacity control valve of the compressor 11 constitutes the discharge capability control means 60 a that controls the refrigerant discharge capability of the compressor 11. Of course, the discharge capacity control means may be configured as a separate control device with respect to the control device 60.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment having the above configuration will be described with reference to FIGS. 3 and 4. The flowchart of FIG. 3 shows the control processing of the main routine of the air conditioning control program executed by the control device 60. This air conditioning control program is executed when the auto switch of the operation panel 70 is turned on. Each control step in the flowcharts shown in FIGS. 3 and 4 constitutes various function realization means that the control device 60 has.

  First, in step S1, initialization such as initialization of flags and timers configured by the storage circuit of the control device 60 and initial alignment of the various electric actuators described above is performed. In the initialization in step S1, some of the flags and the calculated values are read out when the vehicle air conditioner 1 is stopped last time or when the vehicle system is ended.

  Next, in step S2, detection signals from the sensor groups 61 to 67 for air conditioning control, operation signals from the operation panel 70, and the like are read. In subsequent step S3, based on the detection signal and operation signal read in step S2, a target blowing temperature TAO that is a target temperature of the blown air blown into the vehicle interior is calculated.

Specifically, the target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × As + C (F1)
Note that Tset is the vehicle interior temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (internal air temperature) detected by the internal air temperature sensor 61, and Tam is the external air temperature detected by the external air temperature sensor 62. As is the amount of solar radiation detected by the solar radiation sensor 63. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

  In subsequent steps S4 to S8, control states of various control target devices connected to the control device 60 are determined.

  First, in step S4, the rotational speed (blower capacity) of the blower 42, that is, the blower motor voltage (control voltage) to be applied to the electric motor of the blower 42 is determined, and the process proceeds to step S5. Specifically, in step S4, the blower motor voltage is determined with reference to a control map stored in advance in the control device 60 based on the target outlet temperature TAO determined in step S3.

  More specifically, the blower motor voltage is determined so as to have a substantially maximum value in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the target blowout temperature TAO. Further, the blower motor voltage is determined so as to gradually decrease from the substantially maximum value as the target blowing temperature TAO moves from the extremely low temperature range or the extremely high temperature range to the intermediate temperature range.

  Next, in step S5, the control signal output to the suction port mode, that is, the electric actuator for the inside / outside air switching door, is determined, and the process proceeds to step S6. Specifically, in step S5, the suction port mode is determined with reference to a control map stored in advance in the control device 60 based on the target outlet temperature TAO.

  More specifically, the suction port mode is basically determined as an outside air mode for introducing outside air. Then, when the target blowing temperature TAO is in an extremely low temperature range and high cooling performance is desired, the inside air mode for introducing the inside air is determined.

  Next, in step S6, the opening degree of the air mix door 46, that is, the control signal output to the electric actuator for driving the air mix door is determined, and the process proceeds to step S7.

  Specifically, in step S6, air is blown into the vehicle interior based on the target air temperature TAO, the evaporator temperature Tefin detected by the evaporator temperature sensor 64, and the coolant temperature Tw detected by the coolant temperature sensor 65. The opening degree of the air mix door 46 is calculated so that the temperature of the blown air to be brought approaches the target blowing temperature TAO.

  Next, in step S7, the control signal output to the blower outlet mode, that is, the electric actuator for driving the blower outlet mode door, is determined, and the process proceeds to step S8. Specifically, in step S8, the outlet mode is determined with reference to the control map stored in advance in the control device 60 based on the target outlet temperature TAO.

  More specifically, with respect to the air outlet mode, as the target air outlet temperature TAO decreases from the high temperature region to the low temperature region, the air outlet mode can be switched in the order of foot mode → bilevel mode → face mode.

  Next, in step S8, the refrigerant discharge capacity of the compressor 11, that is, the control current output to the discharge capacity control valve of the compressor 11, is determined, and the process proceeds to step S9. Details of step S8 will be described with reference to the flowchart of FIG.

  In step S81 of FIG. 4, it is determined whether or not the compressor 11 is being started. More specifically, in step S81, when the value of the control current output to the discharge capacity control valve at the time of determination is 0, it is determined that the compressor 11 is being started. If it is determined in step S81 that the compressor 11 is not activated, the process proceeds to step S82. If it is determined that the compressor 11 is activated, the process proceeds to step S83.

  In step S82, the refrigerant discharge capacity of the compressor 11 in normal control, that is, the control current output to the discharge capacity control valve of the compressor 11 is determined, and the process proceeds to step S9. Specifically, in step S82, the target evaporator outlet temperature TEO of the evaporator 14 is determined based on the target outlet temperature TAO with reference to a control map stored in advance in the control device 60.

  Then, based on the deviation between the target evaporator outlet temperature TEO and the evaporator temperature Tefin detected by the evaporator temperature sensor, the evaporator temperature Tefin approaches the target evaporator outlet temperature TEO using a feedback control method. The target refrigerant discharge capacity of the compressor 11 is determined.

  In step S83, the refrigerant discharge capacity of the compressor 11 at the time of start-up, that is, the control current output to the discharge capacity control valve of the compressor 11 is determined, and the process proceeds to step S9. Specifically, in step S83, the target refrigerant discharge capacity of the compressor 11 at the start-up is determined as in step S82. Then, as indicated by a thick solid line in the control characteristic diagram described in step S83 of FIG. 4, the actual refrigerant discharge capacity is gradually increased until the target refrigerant discharge capacity is reached.

  More specifically, in step S83, the increase amount (capacity increase degree) per predetermined time (predetermined reference time) of the refrigerant discharge capacity is set to be lower than the predetermined reference capacity increase amount (reference capacity increase degree). In addition, the refrigerant discharge capacity is increased. Further, in the present embodiment, the reference capacity increase amount is set as the maximum capacity increase amount that the compressor 11 can increase per predetermined time. This maximum capacity increase amount is represented by the slope of the broken line in the control characteristic diagram described in step S83 of FIG.

  In other words, in step S83 of the present embodiment, the refrigerant discharge capacity is gradually increased so that the actual refrigerant discharge capacity of the compressor 11 does not reach the target refrigerant discharge capacity until a predetermined time has elapsed. It can also be expressed as being. Moreover, it expresses that the refrigerant | coolant discharge capability of the actual compressor 11 is gradually raised until it reaches | attains target refrigerant | coolant discharge capability over time longer than when the compressor 11 is exhibiting the maximum capacity | capacitance increase amount. You can also

  Next, in step S9 shown in FIG. 3, control signals are sent from the control device 60 to various control target devices connected to the output side so that the control states determined in the above-described steps S4 to S8 are obtained. And a control voltage is output. In subsequent step S10, the process waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed.

  That is, in the air-conditioning control program executed by the control device 60, the detection signal and the operation signal are read until the operation stop of the vehicle air-conditioning device 1 is requested → the control state of each control target device is determined → Repeat output of control signal and control voltage. By executing this air conditioning control program, the refrigerant flows in the ejector refrigeration cycle 10 as shown by the thick solid arrows in FIG.

  That is, the high-temperature and high-pressure refrigerant discharged from the compressor 11 flows into the condensing part 12 a of the radiator 12. The refrigerant flowing into the condensing part 12a exchanges heat with the outside air blown from the cooling fan 12d, and dissipates heat to condense. The refrigerant condensed in the condensing unit 12a is gas-liquid separated in the receiver unit 12b. The liquid-phase refrigerant separated from the gas and liquid in the receiver unit 12b exchanges heat with the outside air blown from the cooling fan 12d in the supercooling unit 12c, and further dissipates heat to become a supercooled liquid-phase refrigerant.

  The supercooled liquid-phase refrigerant that has flowed out of the supercooling portion 12 c of the radiator 12 passes through the nozzle passage 13 a formed between the inner peripheral surface of the decompression space 30 b of the ejector module 13 and the outer peripheral surface of the passage forming member 35. The isentropic pressure is reduced and injected. At this time, the refrigerant passage area in the minimum passage area portion of the decompression space 30b is adjusted so that the superheat degree of the refrigerant on the outlet side of the evaporator 14 approaches the reference superheat degree.

  The refrigerant flowing out of the evaporator 14 is sucked into the ejector module 13 from the refrigerant suction port 31b by the suction action of the jetted refrigerant jetted from the nozzle passage 13a. The refrigerant injected from the nozzle passage 13a and the suction refrigerant sucked through the suction passage 13b flow into the diffuser passage 13c and join together.

  In the diffuser passage 13c, the kinetic energy of the refrigerant is converted into pressure energy by expanding the refrigerant passage area. As a result, the pressure of the mixed refrigerant rises while the injected refrigerant and the suction refrigerant are mixed. The refrigerant flowing out of the diffuser passage 13c is gas-liquid separated in the gas-liquid separation space 30f. The liquid-phase refrigerant separated in the gas-liquid separation space 30f is decompressed by the orifice 30i and flows into the evaporator 14.

  The refrigerant flowing into the evaporator 14 absorbs heat from the blown air blown by the blower 42 and evaporates. Thereby, blowing air is cooled. On the other hand, the gas-phase refrigerant separated in the gas-liquid separation space 30f flows out from the gas-phase refrigerant outlet 31d, is sucked into the compressor 11, and is compressed again.

  In the indoor air conditioning unit 40, the blown air cooled by the evaporator 14 flows into the ventilation path and the cold air bypass path 45 on the heater core 44 side according to the opening degree of the air mix door 46. The cold air that has flowed into the ventilation path on the heater core 44 side is reheated when passing through the heater core 44 and mixed with the cold air that has passed through the cold air bypass passage 45 in the mixing space. The conditioned air whose temperature has been adjusted in the mixing space is blown out into the passenger compartment through each outlet.

  As described above, according to the vehicle air conditioner 1 of the present embodiment, the air conditioning of the passenger compartment can be performed. Furthermore, according to the ejector-type refrigeration cycle 10 of the present embodiment, since the refrigerant whose pressure has been increased in the diffuser passage 13c is sucked into the compressor 11, the driving power of the compressor 11 is reduced and the cycle efficiency (COP) is increased. Can be improved.

  Furthermore, in the ejector module 13 of the present embodiment, the supercooled liquid phase refrigerant is caused to flow into the swirling space 30a and swirl, thereby changing the refrigerant pressure on the swirling center side in the swirling space 30a to the pressure that becomes the saturated liquid phase refrigerant, Alternatively, the pressure is lowered to a pressure at which the refrigerant boils under reduced pressure (causes cavitation). And the gas-liquid two-phase refrigerant | coolant with much gaseous-phase refrigerant | coolant exists in the turning center side is made to flow in into the nozzle channel | path 13a.

  Thereby, the boiling of the refrigerant in the nozzle passage 13a can be promoted by the boiling of the wall caused by the friction between the refrigerant and the wall of the nozzle passage 13a and the interfacial boiling caused by the boiling nuclei generated by the cavitation of the refrigerant on the turning center side. As a result, it is possible to improve the energy conversion efficiency when converting the pressure energy of the refrigerant into velocity energy in the nozzle passage 13a.

  By the way, for example, when the outside air temperature is relatively high when the ejector refrigeration cycle 10 is started, the gas phase refrigerant may remain in the radiator. For this reason, when the ejector refrigeration cycle 10 is started at a high outside air temperature or the like, the gas-liquid two-phase refrigerant that is not sufficiently cooled flows out from the radiator 12 when the compressor 11 is started. The two-phase refrigerant may flow into the refrigerant inflow passage 31e of the ejector module 13.

  In addition, at the time of starting of the compressor 11 in this embodiment, it is just after starting of the compressor 11, and it will be in the state which exhibits the target refrigerant | coolant discharge capability from the state where the compressor 11 is not demonstrating the refrigerant | coolant discharge capability at least. The time until is included.

  Further, in the ejector module 13 of the present embodiment, in order to appropriately swirl the supercooled liquid phase refrigerant in the swirling space 30a, as described above, the passage cross-sectional area of the refrigerant inflow passage 31e is set to a relatively small value. Yes.

  For this reason, if the gas-liquid two-phase refrigerant flows into the refrigerant inflow passage 31e, the gas-liquid two-phase refrigerant flowing through the refrigerant inflow passage 31e has a higher speed than when the dense supercooled liquid phase refrigerant flows. Thus, a friction noise is generated when the refrigerant flows in the refrigerant inflow passage 31e. Furthermore, if this frictional sound resonates with the gas-phase refrigerant that is unevenly distributed in a columnar shape on the center side of the swirling space, there is a possibility that a large noise is generated due to so-called air column resonance.

  On the other hand, in the ejector refrigeration cycle 10 of the present embodiment, as described in the control step S83, when the compressor 11 is started, the increase amount of the refrigerant discharge capacity per predetermined time is lower than the reference capacity increase amount. Thus, the refrigerant discharge capacity is increased.

  Therefore, even if the gas-liquid two-phase refrigerant flows into the refrigerant inflow passage 31e, the flow rate of the gas-liquid two-phase refrigerant is prevented from becoming high, and the gas-liquid two-phase refrigerant flows through the refrigerant inflow passage 31e. The friction noise at the time can be reduced. As a result, noise generated from the ejector module 13 when the compressor 11 is started can be reduced.

  In this embodiment, the maximum capacity increase amount per predetermined time determined by the inherent capacity of the compressor 11 is adopted as the reference capacity increase amount. Therefore, the noise generated from the ejector module 13 can be surely reduced as compared with the case where the refrigerant discharge capacity is increased by the maximum capacity increase amount when the compressor 11 is started up.

  Furthermore, the noise generated from the ejector module 13 can be effectively reduced by setting the reference capacity increase amount to such an amount that the noise generated from the ejector module 13 at the start of the compressor 11 is not disturbing to the user. Can do.

(Second Embodiment)
In the present embodiment, as shown in the overall configuration diagram of FIG. 5, the refrigerant flow path from the refrigerant outlet of the radiator 12 to the refrigerant inlet 31 a of the ejector module 13 with respect to the ejector refrigeration cycle 10 of the first embodiment. Next, an example in which the flow rate adjustment valve 16 is added will be described.

  The flow rate adjusting valve 16 is an inflow rate adjusting unit that adjusts the inflow refrigerant flow rate flowing into the refrigerant inflow passage 31e constituting the swirl flow generating unit. More specifically, the flow rate adjusting valve 16 includes a valve body configured to be able to change the refrigerant passage area, and an electric actuator that displaces the valve body. Further, the operation of the flow regulating valve 16 is controlled by a control voltage output from the control device 60.

  For this reason, as shown in the block diagram of FIG. 6, the flow rate adjustment valve 16 is connected to the output side of the control device 60 of the present embodiment. Furthermore, in this embodiment, the structure which controls the action | operation of the flow regulating valve 16 which comprises an inflow flow volume adjustment means comprises the inflow flow volume control means 60b. Other configurations are the same as those of the first embodiment.

  Further, in the vehicle air conditioner 1 of the present embodiment, the refrigerant discharge capacity of the compressor 11 is determined in step S8 ′ of the flowchart of FIG. 7 as in the normal control of the control step S82 described in the first embodiment. .

  Furthermore, in step S85, the valve opening degree of the flow rate adjustment valve 16, that is, the control progress output to the flow rate adjustment valve 16, is determined, and the process proceeds to step S9. In step S85, if the compressor 11 is not started, the valve opening degree of the flow rate adjustment valve 16 is maximized (fully opened). On the other hand, when the compressor 11 is started, the valve opening degree of the flow rate adjusting valve 16 is gradually increased so that the inflow refrigerant flow rate indicated by the thick solid line in the control characteristic diagram of FIG.

  More specifically, in step S85, when the compressor 11 is started, an increase amount (flow rate increase degree) per predetermined time (predetermined reference time) of the inflow refrigerant flow rate is set to a predetermined reference flow rate increase amount (reference flow rate). The inflow refrigerant flow rate is increased so as to be lower than the degree of increase). Furthermore, in the present embodiment, the reference flow rate increase amount is set to the maximum flow rate increase amount that the flow rate adjustment valve 16 can increase per predetermined time.

  That is, the maximum flow rate increase amount corresponds to the flow rate increase amount when the valve opening degree of the flow rate adjustment valve 16 is maximized when the compressor 11 is started. Further, the maximum flow rate increase amount is represented by the slope of the broken line in the control characteristic diagram of FIG.

  In other words, in step S85 of this embodiment, when the compressor 11 is started, the valve opening degree (inflowing refrigerant flow rate is set so as not to maximize the valve opening degree of the flow rate adjusting valve 16 until a predetermined time elapses. ) Can be expressed as gradually increasing. It can also be expressed that the inflow refrigerant flow rate is gradually increased over a longer time than when the valve opening degree of the flow rate adjustment valve 16 is maximum.

  Other operations are the same as those in the first embodiment. Therefore, also in the vehicle air conditioner 1 of the present embodiment, the air-conditioning of the vehicle interior can be performed similarly to the first embodiment, and the same effect as the first embodiment can be obtained.

  Furthermore, in the ejector refrigeration cycle 10 of the present embodiment, as described in control step S85, when the compressor 11 is started, the increase amount of the inflowing refrigerant flow rate per predetermined time is lower than the reference flow rate increase amount. The inflow refrigerant flow rate is increased.

  Therefore, even if the gas-liquid two-phase refrigerant flows into the refrigerant inflow passage 31e, the flow rate of the gas-liquid two-phase refrigerant is prevented from becoming high, and the gas-liquid two-phase refrigerant flows through the refrigerant inflow passage 31e. The friction noise at the time can be reduced. As a result, similarly to the first embodiment, noise generated from the ejector module 13 when the compressor 11 is started can be reduced.

  In this embodiment, the maximum flow rate increase amount per predetermined time when the valve opening degree of the flow rate adjustment valve 16 is maximized is adopted as the reference flow rate increase amount. Accordingly, when the compressor 11 is started, noise generated from the ejector module 13 can be reliably reduced as compared with the case where the valve opening degree of the flow rate adjustment valve 16 is maximized.

  Furthermore, the noise generated from the ejector module 13 can be effectively reduced by setting the reference flow rate increase amount to such an amount that the noise generated from the ejector module 13 at the start of the compressor 11 is not disturbing to the user. Can do.

(Third embodiment)
In the present embodiment, as compared with the second embodiment, as shown in the overall configuration diagram of FIG. 9, the flow rate is adjusted in the refrigerant flow path from the gas-phase refrigerant outlet 31 d of the ejector module 13 to the inlet of the compressor 11. A valve 16 is arranged. Other configurations and operations are the same as those of the second embodiment.

  Therefore, also in the vehicle air conditioner 1 of the present embodiment, the air-conditioning of the vehicle interior can be performed similarly to the first embodiment, and the same effect as the first embodiment can be obtained. Furthermore, as in the second embodiment, noise generated from the ejector module 13 when the compressor 11 is started can be reduced.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In the first embodiment described above, the example in which the refrigerant discharge capacity of the compressor 11 is increased stepwise as illustrated in the control step S83 of FIG. The control mode for increasing the refrigerant discharge capacity of the compressor 11 is not limited to this. That is, if the increase amount of the refrigerant discharge capacity per predetermined time is lower than the reference capacity increase amount, for example, the refrigerant discharge capacity of the compressor 11 is continuously increased as in the control characteristic diagram of FIG. May be.

  This also applies to the inflow refrigerant flow rate described in the second embodiment. That is, similarly to the control characteristic diagram described in the control step S83 of FIG.

  (2) In the second embodiment described above, the example in which the electric flow rate adjusting valve 16 is employed as the inflow rate adjusting means has been described. However, the inflow rate adjusting valve is not limited thereto. For example, the inflow flow rate adjusting valve may be configured by a plurality of refrigerant passages and a plurality of on-off valves (electromagnetic valves) that open and close the respective refrigerant passages. According to this, the inflow refrigerant flow rate can be adjusted stepwise according to the number of on-off valves that open the refrigerant passage.

  Further, it has a displacement member that is displaced according to the temperature and pressure of the refrigerant flowing through a predetermined part in the cycle, and a valve body portion that is connected to the displacement member and changes the area of the refrigerant passage. A flow rate adjusting mechanism that changes the passage area may be employed. Specifically, a flow rate adjustment mechanism that detects the degree of superheat of the refrigerant on the outlet side of the radiator 12 based on the temperature and pressure of the refrigerant on the outlet side of the radiator 12 and increases the valve opening as the detected degree of superheat decreases. Can be adopted.

  (3) In the above-described embodiment, for example, as described in the control step S81 of the first embodiment, the compressor 11 is activated based on the value of the control current output to the discharge capacity control valve. However, the determination of whether or not the compressor 11 is activated is not limited to this.

  For example, whether or not the compressor 11 is being started up using the pressure (high-pressure side refrigerant pressure) Pd of the refrigerant flowing through the refrigerant flow path from the outlet side of the compressor 11 to the refrigerant inlet 31a side of the ejector module 13 It may be determined. Moreover, when the tachometer which detects the rotation speed of the compressor 11 is provided, you may determine whether it is at the time of starting of the compressor 11 based on the detected value of a tachometer.

  (4) Each component apparatus which comprises the ejector type refrigerating cycle 10 is not limited to what was disclosed by the above-mentioned embodiment.

  For example, in the above-described embodiment, an example in which a variable capacity compressor is employed as the compressor 11 has been described, but the compressor 11 is not limited to this. As the compressor 11, a fixed capacity compressor driven by a rotational driving force output from the engine via an electromagnetic clutch, a belt, or the like may be adopted.

  In the fixed capacity type compressor, the refrigerant discharge capacity may be adjusted by changing the operating rate of the compressor by the on / off of the electromagnetic clutch. Moreover, you may employ | adopt as the compressor 11 the electric compressor which adjusts refrigerant | coolant discharge capability by changing the rotation speed of an electric motor.

  For example, in the above-described embodiment, an example in which a subcool type heat exchanger is employed as the radiator 12 has been described, but a normal radiator including only the condensing unit 12a may be employed. Furthermore, you may employ | adopt the liquid receiver (receiver) which isolate | separates the gas-liquid of the refrigerant | coolant thermally radiated with this heat radiator, and stores an excess liquid phase refrigerant with a normal heat radiator.

  Moreover, each structural member which comprises the ejector module 13 is not limited to what was disclosed by the above-mentioned embodiment. For example, constituent members such as the body portion 30 and the passage forming member 35 of the ejector module 13 are not limited to those formed of metal, and may be formed of resin.

  Furthermore, in the ejector module 13 of the above-described embodiment, the example in which the orifice 31i is provided has been described. As such pressure reducing means, an orifice, a capillary tube or the like can be employed.

  Furthermore, in the above-described embodiment, the example in which the ejector module 13 of the gas-liquid separation means integrated ejector has been described, but of course, an ordinary ejector in which the gas-liquid separation means is not integrally configured is employed as the ejector. May be.

  (5) In the above-described embodiment, the example in which the ejector module 13 is disposed in the engine room has been described. However, the ejector module 13 may be disposed on the vehicle interior side with respect to the firewall 50.

  Further, the ejector module 13 may be disposed on the inner peripheral side of the through hole 50a of the firewall 50. In this case, a part of the ejector module 13 is disposed on the engine room side, and another part is disposed on the vehicle interior side. Therefore, it is desirable to arrange packing that performs the same function as in the first embodiment in the gap between the outer periphery of the ejector module 13 and the opening edge of the through hole 50a.

  (6) In the above-described embodiment, the example in which the ejector refrigeration cycle 10 according to the present invention is applied to the vehicle air conditioner 1 has been described. However, the application of the ejector refrigeration cycle 10 according to the present invention is not limited thereto. . For example, the present invention may be applied to a vehicle refrigeration apparatus. Further, the present invention is not limited to a vehicle, and may be applied to a stationary air conditioner, a cold storage cabinet, and the like.

DESCRIPTION OF SYMBOLS 10 Ejector type refrigeration cycle 11 Compressor 12 Radiator 13 Ejector module 14 Evaporator 13a Nozzle passage (nozzle part)
13c Diffuser passage (pressure booster)
31b Refrigerant suction port 16 Flow rate adjustment valve

Claims (5)

A compressor (11) for compressing and discharging the refrigerant;
A radiator (12) for radiating the refrigerant discharged from the compressor (11);
Swirl flow generating means (30a, 31e) for generating a swirl flow in the refrigerant flowing out of the radiator (12);
Refrigerant suction for sucking the refrigerant by the suction action of the high-speed jet refrigerant jetted from the nozzle part (13a) for depressurizing the refrigerant flowing out from the swirl flow generating means (30a, 31e) and the nozzle part (13a) Ejector (13) having a mouth portion (31b) and a body portion (30) formed with a pressure increasing portion (13c) for mixing and increasing the pressure of the jet refrigerant and the suction refrigerant sucked from the refrigerant suction port (31b) When,
An evaporator (14) for evaporating the refrigerant to flow out to the refrigerant suction port (31b) side;
Discharge capacity control means (60a) for controlling the refrigerant discharge capacity of the compressor (11),
The swirling flow generating means includes a refrigerant inflow passage (31e) for allowing a refrigerant to flow along a portion forming a swirling space (30a) formed in a rotating body shape and an outer peripheral side wall surface of the swirling space (30a). ) To form a part,
The discharge capacity control means (60a) is configured to set the refrigerant discharge capacity so that an increase amount of the refrigerant discharge capacity per predetermined time is lower than a predetermined reference capacity increase amount when the compressor (11) is started. Is to increase ,
The ejector-type refrigeration cycle, wherein the reference capacity increase amount is a maximum capacity increase amount that the compressor (11) can increase per predetermined time . A compressor (11) for compressing and discharging the refrigerant;
A radiator (12) for radiating the refrigerant discharged from the compressor (11);
Swirl flow generating means (30a, 31e) for generating a swirl flow in the refrigerant flowing out of the radiator (12);
Refrigerant suction for sucking the refrigerant by the suction action of the high-speed jet refrigerant jetted from the nozzle part (13a) for depressurizing the refrigerant flowing out from the swirl flow generating means (30a, 31e) and the nozzle part (13a) Ejector (13) having a mouth portion (31b) and a body portion (30) formed with a pressure increasing portion (13c) for mixing and increasing the pressure of the jet refrigerant and the suction refrigerant sucked from the refrigerant suction port (31b) When,
An evaporator (14) for evaporating the refrigerant to flow out to the refrigerant suction port (31b) side;
Inflow rate adjusting means (16) for adjusting the inflow refrigerant flow rate flowing into the swirl flow generating means (30a, 31e),
The swirling flow generating means includes a refrigerant inflow passage (31e) for allowing a refrigerant to flow along a portion forming a swirling space (30a) formed in a rotating body shape and an outer peripheral side wall surface of the swirling space (30a). ) To form a part,
The inflow refrigerant flow adjusting means (16) is configured to increase the inflow refrigerant flow rate so that an increase amount of the inflow refrigerant flow rate per predetermined time is lower than a predetermined reference flow rate increase amount when the compressor (11) is started. Is to increase ,
The ejector refrigeration cycle, wherein the reference flow rate increase amount is a maximum flow rate increase amount that the inflow flow rate adjusting means (16) can increase per predetermined time . Said inlet flow rate adjusting means (16), according to claim, characterized in that disposed in the refrigerant flow path from the refrigerant outlet to the inlet of the swirling flow generating means (30a, 31e) of said radiator (12) 2 The ejector-type refrigeration cycle described in 1. Gas-liquid separation means (30f) for separating the gas-liquid of the refrigerant flowing out from the pressurizing section (13c),
The inflow flow rate adjusting means (16) is arranged in a refrigerant flow path from the gas-phase refrigerant outlet (31d) of the gas-liquid separation means (30f) to the suction port of the compressor (11). The ejector-type refrigeration cycle according to claim 2 . The ejector refrigeration cycle according to any one of claims 2 to 4 , wherein the inflow flow rate adjusting means is constituted by an electric flow rate adjusting valve (16).

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