Valve manifold unit, control valve, and valve manifold device

Abstract

To provide a technology that can increase a degree of freedom in installation according to a vehicle type while unitizing a plurality of control valves applied to a refrigeration cycle.SOLUTION: A collective valve unit 1 is formed by assembling a plurality of control valves 2, 4, 6 that are applied to a refrigeration cycle. Each of the plurality of control valves 2, 4, 6 comprises: a body having an internal passage through which a refrigerant flows, and a valve unit provided in the internal passage; and a drive unit that is assembled into the body, and generates a drive force for opening and closing the valve unit. The body of each control valve has a standardized connection structure that determines a position when connecting to the body of another control valve.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a collective valve unit configured by assembling a plurality of control valves.

Background Art

[0002] With the recent popularization of electric vehicles, the development of their air conditioning systems has also been promoted. Since electric vehicles do not have a heat source by an internal combustion engine, a heat pump type air conditioning device that performs a cycle operation using a refrigerant for both heating and cooling is adopted (see Patent Document 1).

[0003] Such a vehicle air conditioning device has a refrigeration cycle including a compressor, an outdoor heat exchanger, an expansion device, an evaporator, an indoor heat exchanger, etc., and the refrigerant circulation passage is switched between the heating operation and the cooling operation. That is, since a plurality of refrigerant circulation passages are formed, the number of control valves for controlling the flow of the refrigerant also increases. Therefore, it is important that these control valves can be accommodated as compactly as possible in the limited space of the vehicle, and that the work of attaching each control valve to the vehicle body can be efficiently performed.

[0004] Therefore, a combined valve in which a plurality of control valves are assembled on a common body and unitized has also been proposed. A plurality of mounting holes are provided in a block-shaped single body, and the valve parts of each control valve are accommodated. According to such a combined valve, it becomes more compact as a whole than when each control valve is provided as a single unit. In addition, since it is sufficient to fix the common body to the vehicle body, the work load required for incorporating the control valve into the vehicle can be reduced.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] While such composite valves achieve the aforementioned effects by sharing a common body, the body must be individually designed and manufactured according to the installation location in the vehicle. In other words, even if the refrigeration cycle configuration is the same, the placement and orientation of the control valve may need to be changed due to space constraints depending on the vehicle model, and the body must be redesigned each time, thus reducing its versatility.

[0007] One of the objectives of the present invention is to provide a technology that allows for the unitization of multiple control valves applied to a refrigeration cycle while increasing the degree of installation flexibility according to the vehicle type. [Means for solving the problem]

[0008] One aspect of the present invention is a manifold valve unit comprising a plurality of control valves applied to a refrigeration cycle. Each of the plurality of control valves comprises a body having an internal passage through which refrigerant flows and a valve section provided in the internal passage, and a drive unit assembled to the body that generates a driving force for opening and closing the valve section. The body of each control valve has a standardized coupling structure that positions it when connected to the bodies of other control valves.

[0009] According to this embodiment, each control valve has a standardized coupling structure on the body, allowing it to be connected to other control valves via that coupling structure. This increases the degree of freedom in deciding which of the multiple control valves to connect and in what arrangement they to connect. Furthermore, all of the multiple control valves that can constitute a manifold valve unit may be assembled together, or some may be placed independently in the refrigeration cycle. Therefore, the degree of freedom in installing multiple control valves according to the vehicle type can be increased. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide a technology that allows for the unitization of multiple control valves applied to a refrigeration cycle while increasing the degree of installation flexibility according to the vehicle type. [Brief explanation of the drawing]

[0011] [Figure 1] This is a system configuration diagram of a vehicle air conditioning and heating system according to an embodiment. [Figure 2] This is a diagram illustrating the operation of a heating and cooling system. [Figure 3] This is a diagram showing the external appearance of the manifold valve unit according to the embodiment. [Figure 4] This is a diagram showing the external appearance of the manifold valve unit according to the embodiment. [Figure 5] This is a diagram showing the external appearance of the manifold valve unit according to the embodiment. [Figure 6] This is a diagram showing the external appearance of the manifold valve unit according to the embodiment. [Figure 7] This diagram shows the external appearance of the manifold valve unit according to Modification 1. [Figure 8] This diagram shows the external appearance of the manifold valve unit according to Modification 1. [Figure 9] This diagram shows the external appearance of the manifold valve unit according to Modification 2. [Figure 10] This diagram shows the external appearance of the control valves that make up the manifold valve unit. [Figure 11] This diagram shows the external appearance of the manifold valve unit according to Modification 3. [Figure 12] This diagram shows the external appearance of the manifold valve unit according to Modification 3. [Modes for carrying out the invention]

[0012] Embodiments of the present invention will be described in detail below with reference to the drawings. For convenience, the positional relationships of each structure may be expressed based on the illustrated state in the following description. In addition, substantially identical components in the following embodiments and their modifications will be denoted by the same reference numerals, and their descriptions will be omitted as appropriate.

[0013] Figure 1 is a system configuration diagram of a vehicle air conditioning and heating system according to an embodiment. The air conditioner 100 includes a refrigeration cycle (refrigerant circulation circuit) in which a compressor 102, an auxiliary condenser 104, an outdoor heat exchanger 106, a receiver 108, an evaporator 110, an accumulator 112, etc. are connected by pipes. The air conditioner 100 is configured as a heat pump type air conditioner that performs air conditioning in the vehicle interior by utilizing the heat of the refrigerant while the refrigerant such as HFC-134a (alternative refrigerant) or HFO-1234yf circulates in the refrigeration cycle while changing its state.

[0014] The compressor 102, the outdoor heat exchanger 106, the receiver 108, and the accumulator 112 are provided outside the vehicle (engine room). On the other hand, a duct (not shown) for heat exchange of air is provided in the vehicle interior, and the evaporator 110 is disposed upstream of the air flow direction in the duct, and the auxiliary condenser 104 is disposed downstream.

[0015] The air conditioner 100 is operated so as to switch a plurality of refrigerant circulation passages during cooling operation and heating operation. This refrigeration cycle is configured such that the auxiliary condenser 104 and the outdoor heat exchanger 106 can operate in series as condensers, and the evaporator 110 and the outdoor heat exchanger 106 can be switched as evaporators. A first refrigerant circulation passage through which the refrigerant circulates during cooling operation and a second refrigerant circulation passage through which the refrigerant circulates during heating operation are formed.

[0016] The first refrigerant circulation passage is a passage through which the refrigerant circulates as follows: compressor 102 → auxiliary condenser 104 → outdoor heat exchanger 106 → receiver 108 → evaporator 110 → compressor 102. The second refrigerant circulation passage is a passage through which the refrigerant circulates as follows: compressor 102 → auxiliary condenser 104 → outdoor heat exchanger 106 → receiver 108 → accumulator 112 → compressor 102. That is, the second refrigerant circulation passage is a passage that bypasses the evaporator 110.

[0017] Furthermore, a manifold valve unit 1 is provided to switch these refrigerant circulation passages. The manifold valve unit 1 is composed of an electric valve 2, a solenoid valve 4, and a solenoid valve 6, the details of which will be described later. An adapter 10 is connected to the upstream side of the manifold valve unit 1, and an adapter 12 is connected to the downstream side of the manifold valve unit 1. These adapters 10 and 12 are branch pipes that also function as fittings.

[0018] These adapters can be swapped out to have different internal passage configurations depending on the system configuration. Therefore, by combining various types of valves that make up the manifold valve unit with adapters that have different passage structures, it becomes possible to adapt to a wide variety of system configurations. If the structure of the connection part between the adapter and multiple control valves is standardized, this type of operation is easier to perform. A device in which adapters are detachably attached to a manifold valve unit in this way is also called a "manifold valve device".

[0019] Specifically, the outlet (discharge chamber) of the compressor 102 is connected to the inlet of the auxiliary condenser 104 via the first passage 121. The outlet of the auxiliary condenser 104 is connected to the inlet of the outdoor heat exchanger 106 via the second passage 122. The outlet of the outdoor heat exchanger 106 is connected to the inlet of the accumulator 112 via the third passage 123, while the outlet of the evaporator 110 is connected to the inlet of the evaporator 110 via the fourth passage 124, which branches off from the third passage 123. The outlet of the evaporator 110 is connected to the inlet (suction chamber) of the compressor 102 via the fifth passage 125 (return passage). The outlet of the accumulator 112 is connected to the inlet of the compressor 102 via the sixth passage 126.

[0020] A branching point P1 is provided midway through the second passage 122, from which the seventh passage 127 branches off. The seventh passage 127 connects to the connection point P2 between the third passage 123 and the fourth passage 124. Connection point P2 is the branching point between the third passage 123 and the fourth passage 124, and also the connection point between the seventh passage 127 and the fourth passage 124. The sixth passage 126 merges with the fifth passage 125 at the confluence point P3.

[0021] The first refrigerant circulation passage is formed by the first passage 121, the second passage 122, the third passage 123 (upstream of connection point P2), the fourth passage 124, and the fifth passage 125 (see Figure 2(A)). The second refrigerant circulation passage is formed by the first passage 121, the second passage 122, the third passage 123, the sixth passage 126, and the fifth passage 125 (downstream of confluence point P3) (see Figure 2(B)). Furthermore, the third refrigerant circulation passage is formed by the first passage 121, the second passage 122 (upstream of branching point P1), the seventh passage 127, the fourth passage 124, and the fifth passage 125 (see Figure 2(C)). Details of these will be described later.

[0022] Upstream of connection point P2 in the third passage 123, a liquid receiver 108 and a check valve 114 are provided. The check valve 114 is located downstream of the liquid receiver 108 to prevent backflow of refrigerant in the third passage 123. An expansion device 115 is also provided, spanning the fourth passage 124 and the fifth passage 125. The expansion device 115 is located in the first refrigerant circulation passage and includes an expansion valve 116 and an on / off valve 118.

[0023] The expansion valve 116 expands the refrigerant discharged from the outdoor heat exchanger 106 during cooling operation and supplies it to the evaporator 110. The expansion valve 116 operates autonomously by sensing the temperature and pressure of the refrigerant flowing from the evaporator 110 to the compressor 102, and adjusts the flow rate of the refrigerant from the outdoor heat exchanger 106 to the evaporator 110. The on-off valve 118 is a small solenoid valve whose valve portion is located on the flow path within the expansion valve 116. By closing the on-off valve 118, the first refrigerant circulation passage can be blocked. The expansion valve 116 functions when the on-off valve 118 is open.

[0024] Furthermore, a manifold valve unit 1 is provided so as to span the first to third refrigerant circulation passages. The internal passage of the electric valve 2 constitutes part of the second passage 122, the internal passage of the solenoid valve 4 constitutes part of the seventh passage 127, and the internal passage of the solenoid valve 6 constitutes part of the third passage 123. More specifically, a branching point P1 is provided in the adapter 10, and a connection point P2 is provided in the adapter 12. The upstream passage of the second passage 122 communicates with the inlet port of the electric valve 2, and the downstream passage of the second passage 122 communicates with the outlet port of the electric valve 2. The upstream passage of the seventh passage 127 communicates with the inlet port of the solenoid valve 4, and the downstream passage of the seventh passage 127 communicates with the outlet port of the solenoid valve 4. The upstream passage of the third passage 123 communicates with the inlet port of the solenoid valve 6, and the downstream passage of the third passage 123 communicates with the outlet port of the solenoid valve 6. The electric valve 2, solenoid valve 4, and solenoid valve 6 function as switching valves to switch the refrigerant circulation passage.

[0025] The compressor 102 is configured as an electric compressor, housing a motor and a compression mechanism within a housing. The compressor 102 is driven by current supplied from a battery (not shown), and the refrigerant discharge capacity changes according to the motor's rotational speed. Since electric compressors themselves are well known, their explanation is omitted.

[0026] The auxiliary condenser 104 functions as an indoor condenser that dissipates heat from the refrigerant separately from the outdoor heat exchanger 106. In other words, the high-temperature, high-pressure refrigerant discharged from the compressor 102 dissipates heat as it passes through the auxiliary condenser 104.

[0027] The outdoor heat exchanger 106 functions as an outdoor condenser that releases heat from the refrigerant passing through it during cooling operation, while it functions as an outdoor evaporator that evaporates the refrigerant passing through it during heating operation. The outdoor heat exchanger 106 facilitates heat exchange between the outside air and the refrigerant.

[0028] The evaporator 110 functions as an indoor evaporator that evaporates the refrigerant passing through it. The refrigerant, which has become low temperature and low pressure after passing through the expansion valve 116, evaporates as it passes through the evaporator 110. Air introduced from the upstream side of a duct (not shown) is cooled by its latent heat of vaporization. At this time, the cooled and dehumidified air is divided into two parts: one that passes through the auxiliary condenser 104 and the other that bypasses the auxiliary condenser 104, depending on the opening degree of the air mix door (not shown). The air passing through the auxiliary condenser 104 is heated during its passage. The air that has passed through the auxiliary condenser 104 and the bypassed air are mixed downstream of the auxiliary condenser 104 and adjusted to the target temperature, and supplied into the vehicle from an outlet (not shown).

[0029] The air conditioning system 100, configured as described above, is controlled by the control unit 130. The control unit 130 calculates the control amount for each actuator to achieve the room temperature set by the vehicle occupants and outputs control signals to the drive circuits of each actuator. Based on predetermined external information detected by various sensors, such as the temperature inside and outside the vehicle and the temperature of the air blown out of the evaporator, the control unit 130 determines the control amount (open / closed state) of each control valve and the drive amount of the compressor 102, and supplies control current to drive them. As a result, the compressor 102 introduces refrigerant at an intake pressure Ps through its intake chamber, compresses it, and discharges it as refrigerant at a discharge pressure Pd.

[0030] Figure 2 shows the operation of the heating and cooling system 100. Figure 2(A) shows the cooling operation, Figure 2(B) shows the heating operation, and Figure 2(C) shows the dehumidifying heating operation. The thick lines and arrows in the figures indicate the flow of refrigerant, and "×" indicates that the flow of refrigerant is blocked.

[0031] (Air conditioning operation) As shown in Figure 2(A), during cooling operation, the electric valve 2 and the on-off valve 118 in the manifold valve unit 1 are set to the open state, and the solenoid valves 4 and 6 are set to the closed state. As a result, the first refrigerant circulation passage is opened, and the second and third refrigerant circulation passages are blocked. Therefore, the high-temperature, high-pressure gaseous refrigerant discharged from the compressor 102 is condensed by passing through the auxiliary condenser 104 and the outdoor heat exchanger 106. At this time, the electric valve 2 is controlled to be fully open. The electric valve 2 is a composite valve (also called a "large- and small-diameter valve") that drives a large-diameter first valve (large-diameter valve) and a small-diameter second valve (small-diameter valve) with a common actuator (motor), as described in, for example, Japanese Patent Application Publication No. 2022-146574. During cooling operation, the large-diameter valve is fully open. The outdoor heat exchanger 106 functions as an outdoor condenser.

[0032] Then, the refrigerant discharged from the outdoor heat exchanger 106 is separated into gas and liquid in the receiver 108, and the liquid refrigerant is supplied to the downstream side. This liquid refrigerant is throttled and expanded in the expansion valve 116, becoming a low-temperature, low-pressure mist of refrigerant, which is then introduced into the evaporator 110. As the refrigerant passes through the evaporator 110, it evaporates, cooling the air inside the vehicle. The refrigerant discharged from the evaporator 110 passes through the internal passage of the expansion valve 116 and is returned to the compressor 102.

[0033] (Heating operation) As shown in Figure 2(B), during heating operation, the electric valve 2 and solenoid valve 6 in the manifold valve unit 1 are in the open state, and the solenoid valve 4 and on-off valve 118 are in the closed state. As a result, the second refrigerant circulation passage is opened, and the first and third refrigerant circulation passages are blocked. Therefore, the refrigerant does not pass through the evaporator 110, and the evaporator 110 effectively ceases to function. The electric valve 2 is controlled to a small opening and functions as an expansion valve. At this time, the large-diameter valve is closed, and the small-diameter valve controls it to a small opening. Only the outdoor heat exchanger 106 functions as an evaporator (outdoor evaporator).

[0034] The refrigerant discharged from the compressor 102 is condensed by passing through the auxiliary condenser 104. This refrigerant is then throttled and expanded by the electric valve 2, becoming a low-temperature, low-pressure mist of refrigerant, which is then introduced into the outdoor heat exchanger 106. As the refrigerant passes through the outdoor heat exchanger 106, it evaporates and absorbs heat from the outside. The refrigerant discharged from the outdoor heat exchanger 106 passes through the receiver 108 and accumulator 112, becoming a gaseous refrigerant and returning to the compressor 102.

[0035] As shown in Figure 2(C), during dehumidifying heating operation, the solenoid valve 4 and the on-off valve 118 in the manifold valve unit 1 are set to the open state, while the motor valve 2 and the solenoid valve 6 are set to the closed state. As a result, the third refrigerant circulation passage is opened, and the first and second refrigerant circulation passages are blocked. Therefore, the refrigerant does not pass through the outdoor heat exchanger 106, but returns to the compressor 102 via the evaporator 110. At this time, the dehumidifying function of the evaporator 110 is performed.

[0036] Figures 3 to 6 show the external appearance of the manifold valve unit 1 according to the embodiment. Figure 3 is a perspective view from the upper left, Figure 4 is a perspective view from the upper right, Figure 5 is a left side view, and Figure 6 is a front view. Figure 4 is an explanatory diagram showing the assembly method of the manifold valve unit 1.

[0037] As shown in Figure 3, the manifold valve unit 1 is constructed by assembling multiple control valves, including an electric valve 2, a solenoid valve 4, and a solenoid valve 6, side by side. The electric valve 2 and the solenoid valves 4 and 6 are different types of control valves in that their drive mechanisms are different. In other words, the manifold valve unit 1 includes both similar and different types of control valves.

[0038] The electric valve 2 is constructed by assembling a drive unit 22 to a block-shaped body 20. The drive unit 22 is a motor unit, the majority of which is exposed above the body 20. The body 20 has an internal passage, and valve sections of large and small diameter valves are provided in the middle of this internal passage. The valve section of the large diameter valve and the valve section of the small diameter valve are arranged coaxially.

[0039] The body 20 has a rectangular shape in both plan view and front view. One end of the internal passage opens as an inlet port 24 on the front of the body 20, and the other end of the internal passage opens as an outlet port on the rear of the body 20. The valve can be opened and closed by the drive unit 22. Since the internal structure of such an electric valve is well known, its details will not be explained.

[0040] The solenoid valve 4 is constructed by assembling a drive unit 32 to a block-shaped body 30. The drive unit 32 is a solenoid, and most of it is exposed above the body 30. The body 30 has an internal passage, and a valve section is provided in the middle of this internal passage. The body 30 is rectangular in plan view, and in front view, it has a stepped shape in which the width of the lower half gradually decreases downwards. One end of the internal passage opens as an inlet port 34 on the front of the body 30, and the other end of the internal passage opens as an outlet port on the rear of the body 30. The valve section can be opened and closed by driving the drive unit 32.

[0041] In this embodiment, the solenoid valve 6 has the same structure (same external shape) as the solenoid valve 4. However, in modified examples, while they share the common feature of having a solenoid as the drive unit, their specific structure and size, such as appearance and internal structure, may differ from that of the solenoid valve 4. Since the internal structure of such solenoid valves is well known, a detailed explanation will be omitted. In this embodiment, each control valve constituting the manifold valve unit 1 has its drive unit and body assembled vertically, and the positional relationship between the drive unit and the body is the same. In this embodiment, the orientation of the connectors of each drive unit is the same for multiple control valves. This facilitates the assembly of the harness. In modified examples, the orientation of the connectors may differ for multiple control valves.

[0042] As shown in Figures 4 and 5, in the solenoid valves 4 and 6, a pair of grooves 36 (recesses) are provided on the left and right sides of the body 30, that is, on the sides where the ports (inlet port and outlet port) do not open. These grooves 36 extend parallel to each other from the front end to the rear end of the body 30. In addition, two through holes 38 are provided so as to penetrate the left and right sides of the body 30 in the width direction. One through hole 38 penetrates the front upper corner of the left and right sides of the body 30, and the other through hole 38 (not shown in the figures) penetrates the rear lower corner of the left and right sides of the body 30.

[0043] On the other hand, a groove 26 (recess) is provided on one side of the body 20 of the electric valve 2 (the left side in this embodiment), that is, the side on which the ports (inlet port, outlet port) do not open. The groove 26 has the same width and depth as the groove 36. In a modified example, a groove 26 (recess) may also be provided on the right side of the body 20. In this case, it becomes possible to connect another control valve to the right side of the electric valve 2. In addition, two through holes 28 are provided so as to penetrate the left and right sides of the body 20 in the width direction. One through hole 28 penetrates the front upper corner of the left and right sides of the body 20, and the other through hole 28 penetrates the rear lower corner of the left and right sides of the body 20. The height distance between the through hole 28 and the groove 26 is equal to the height distance between the through hole 38 and the groove 36.

[0044] When assembling the manifold valve unit 1, first, the electric valve 2 and the solenoid valve 4 are connected via a connecting member 40, and the solenoid valve 4 and the solenoid valve 6 are also connected via a connecting member 40. The connecting member 40 is rectangular in shape and has a thickness approximately equal to the width of the grooves 26 and 36. The electric valve 2 and the solenoid valve 4 are positioned by fitting one end of the connecting member 40 in the width direction into the groove 26 of the electric valve 2 and the other end in the width direction into the groove 36 of the solenoid valve 4. The solenoid valve 4 and the solenoid valve 6 are positioned by fitting one end of the other connecting member 40 in the width direction into the groove 36 of the solenoid valve 6 and the other end in the width direction into the groove 36 of the solenoid valve 4.

[0045] At this time, the insertion holes 28, 38, 38 provided at the front upper corners of each body are arranged coaxially to form a screw insertion hole 42. In addition, the insertion holes 28, 38, 38 provided at the rear lower corners of each body are also arranged coaxially to form a screw insertion hole 44.

[0046] As shown in Figure 6, the electric valve 2, solenoid valve 4, and solenoid valve 6 can be fastened together by inserting long bolts 50 through these screw insertion holes 42 and 44 and screwing nuts 52 into them, thereby obtaining the manifold valve unit 1.

[0047] The connecting member 40 may also be press-fitted into the grooves 26 and 36, respectively. As shown in the figure, the connecting member 40 may be press-fitted so as to be inserted in the longitudinal direction of each groove between adjacent control valves, or it may be press-fitted in the width direction (depth direction of each groove) of each control valve. If sufficient fixing force for each control valve can be obtained by this press-fitting, the fastening structure using bolts 50 and nuts 52 can be omitted.

[0048] As described above, in this embodiment, the coupling structure for assembling multiple control valves (motorized valve 2, solenoid valve 4, solenoid valve 6) consists of grooves 26, 36, a connecting member 40, through holes 28, 38, and screws (bolts 50, nuts 52). The width of groove 26 is equal to the width of groove 36 and corresponds to the thickness of the connecting member 40. The inner diameter of through hole 28 and the inner diameter of through hole 38 are equal and correspond to the diameter of bolt 50.

[0049] Thus, each control valve body has a standardized coupling structure that positions it when connected to the bodies of other control valves. Therefore, it is possible to assemble the system even if the arrangement of these control valves is partially rearranged. In addition, it is easy to add new control valves with similar coupling structures, and control valves can be easily replaced during maintenance.

[0050] Furthermore, unlike composite valves that share a common body, each control valve has its own individual body and can function independently. Each control valve maintains its independence while allowing for a compact configuration of the manifold valve unit. The high degree of freedom in assembling each control valve allows for appropriate selection of which control valves to connect and how they should be arranged. All of the control valves that can constitute the manifold valve unit may be assembled, or some may be placed independently in the refrigeration cycle. By using a manifold valve unit, the piping layout of the refrigeration cycle can be simplified, the overall system weight can be reduced, and the degree of installation flexibility according to the vehicle type can be increased.

[0051] Since multiple control valves are integrated into a single valve manifold unit, when attaching it to the vehicle body via a bracket, the entire unit can be fixed to a single bracket, and that bracket can then be fixed to the vehicle body. Because there is no need to prepare a separate bracket for each control valve, the workload required for installation into the vehicle is reduced.

[0052] Although preferred embodiments of the present invention have been described above, it goes without saying that the present invention is not limited to these specific embodiments, and various modifications are possible within the scope of the technical concept of the present invention.

[0053] [Differentiation] Figures 7 and 8 show the external appearance of the manifold valve unit according to Modification 1. Figure 7 is a perspective view taken from the upper left, and Figure 8 is a front view. The following description will focus on the differences between this modification and the above embodiment.

[0054] As shown in Figure 7, the manifold valve unit 201 is constructed by assembling a plurality of control valves, including an electric valve 202, a solenoid valve 204, and a solenoid valve 206, side by side. The electric valve 202 comprises a body 220 and an actuation unit 22. Grooves 226 are provided on the upper and central parts of one side (left side) of the body 220. These grooves 226 extend parallel to each other from the front end to the rear end of the body 220.

[0055] The solenoid valve 204 comprises a body 230 and an actuation unit 32. The left side (second surface) of the body 230 is provided with concave fitting portions 236 (recesses) at the upper and central parts, respectively. These concave fitting portions 236 extend parallel to each other from the front to the rear end of the body 230. The right side (first surface) of the body 230 is provided with convex fitting portions 238 (convex parts) at the upper and central parts, respectively. The convex fitting portions 238 have a complementary shape to the concave fitting portions 236. Note that the solenoid valve 206 has the same structure as the solenoid valve 204, so its description is omitted. In a modified example, convex fitting portions 238 may also be provided at the upper and central parts of the right side of the body 220 of the electric valve 202. In this case, it becomes possible to connect another control valve to the right side of the electric valve 202.

[0056] As shown in Figure 8, the upper and lower convex fitting portions 238 are located at the same height as the upper and lower concave fitting portions 236. The width and depth of the concave fitting portions 236 are equal to those of the grooves 226. The distance between the upper and lower concave fitting portions 236 is equal to the distance between the upper and lower grooves 226.

[0057] When assembling the manifold valve unit 201, the upper and lower convex fitting portions 238 of the solenoid valve 204 are press-fitted into the upper and lower recessed grooves 226 of the electric valve 202. Similarly, the upper and lower convex fitting portions 238 of the solenoid valve 206 are press-fitted into the upper and lower recessed fitting portions 236 of the solenoid valve 204. In this way, the three control valves are assembled and stably fixed.

[0058] According to this modified example, the coupling structure for assembling multiple control valves (motorized valve 202, solenoid valve 204, solenoid valve 206) is realized by a concave-convex structure consisting of a concave groove 226, a concave fitting portion 236, and a convex fitting portion 238. The concave shapes of the concave groove 226 and the concave fitting portion 236 are similar and complementary to the convex fitting portion 238. Therefore, each control valve body has a standardized coupling structure that positions it when connected to the bodies of other control valves, and the same effects as in the above embodiment can be obtained. Furthermore, the orientation can be changed, such as by reversing the top and bottom of any of the multiple control valves, further improving the degree of freedom.

[0059] Figure 9 shows the external appearance of the manifold valve unit according to Modification 2. Figure 10 shows the external appearance of the control valves constituting the manifold valve unit. Figure 10(A) is a perspective view taken from the upper left, and Figure 10(B) is a perspective view taken from the upper right. The following description will focus on the differences between this modification and the above embodiment.

[0060] As shown in Figure 9, the manifold valve unit 301 is constructed by assembling solenoid valves 304 and 306 side by side. Solenoid valve 304 comprises a body 330 and an actuation unit 32. As shown in Figure 10(A), a convex fitting portion 332 (protrusion) with a circular arc cross-section is provided protruding from the left side (first surface) of the body 330. The convex fitting portion 332 extends from the front end of the body 330 toward the rear, but its rear end is notched. In other words, the convex fitting portion 332 does not reach the rear end of the body 330. An insertion hole 334 is provided so as to penetrate the convex fitting portion 332 from front to back.

[0061] As shown in Figure 10(B), the right side (second surface) of the body 330 is provided with a concave fitting portion 336 (recess) that is complementary in shape to the convex fitting portion 332. A locking portion 338 is provided protruding from the rear of the concave fitting portion 336 on the body 330. The locking portion 338 is provided with a screw hole 340 that extends in the front-rear direction. Note that the solenoid valve 306 has the same structure as the solenoid valve 304, so its explanation will be omitted.

[0062] Returning to Figure 9, when assembling the manifold valve unit 301, the convex fitting portion 332 of the solenoid valve 304 is fitted into the concave fitting portion 336 of the solenoid valve 306. At this time, the through hole 334 of the solenoid valve 304 and the threaded hole 340 of the solenoid valve 306 are aligned on the same axis. In this state, a long bolt 350 is inserted through the through hole 334 and screwed into the threaded hole 340. By fastening the solenoid valve 304 and the solenoid valve 306 in this way, the manifold valve unit 301 can be obtained.

[0063] In this modified example, the coupling structure for assembling multiple control valves (solenoid valves 304 and 306) consists of a convex fitting portion 332, a concave fitting portion 336, and a locking portion 338. Therefore, it is easy to add and assemble further control valves having a similar coupling structure. In this modified example as well, the body of each control valve has a standardized coupling structure that positions it when connected to the body of another control valve, and the same effects as in the above embodiment can be obtained.

[0064] Figures 11 and 12 show the external appearance of the manifold valve unit according to Modification 3. Figure 11 is a perspective view taken from the upper left, and Figure 12 is a perspective view taken from the upper right. The manifold valve unit of this modification is a modified version of the manifold valve unit 201 of Modification 1. The differences from Modification 1 will be explained below.

[0065] As shown in Figures 11 and 12, the manifold valve unit 401 is constructed by assembling multiple control valves, including an electric valve 402, a solenoid valve 404, and a solenoid valve 406, but the assembly direction differs from that of Modification 1. The solenoid valves 404 and 406 are assembled side by side, and these solenoid valves are connected to the left side of the electric valve 402, which is laid on its side. In other words, the multiple control valves include control valves whose positional relationship between the drive unit and the body is different from that of the other control valves.

[0066] On one side (left side) of the body 420 of the electric valve 402, a pair of recessed grooves 226 are provided, spaced further apart than in the above embodiment. On the other hand, the solenoid valves 404 and 406 also have a convex fitting portion 238 on the bottom surface (third surface) of their bodies 430. The convex fitting portion 238 extends from the front end to the rear end of the body 430.

[0067] After assembling the solenoid valve 404 and the solenoid valve 406 side by side, the convex fitting portions 238 of these valves are pressed into the pair of recessed grooves 226 of the electric valve 402, thereby obtaining the manifold valve unit 401.

[0068] In this modified example, the coupling structure for assembling multiple control valves (motorized valve 402, solenoid valve 404, solenoid valve 406) is provided by a groove 226, a recessed fitting portion 236, and a convex fitting portion 238. Each control valve body has a standardized coupling structure that positions it when connected to the bodies of other control valves, and the same effects as in the above embodiment can be obtained. Furthermore, by providing convex fitting portions 238 on multiple surfaces of the solenoid valves 404 and 406, the variations in the arrangement configuration (assembly direction) of the multiple control valves are increased, further enhancing the versatility of the manifold valve unit.

[0069] [Other variations] The above embodiments and modifications show examples of coupling structures for control valves constituting a manifold valve unit, but it goes without saying that the specific structure of the coupling structure in the control valve, such as its position, number, shape, and size, can be appropriately set.

[0070] In the above embodiments and modifications, the manifold valve unit is exemplified as having a configuration including a single motorized valve and multiple solenoid valves, and a configuration including multiple solenoid valves. However, the number of motorized valves and solenoid valves can be changed as appropriate by using the standardized coupling structure described above. A configuration including multiple motorized valves is also possible. Furthermore, it goes without saying that control valves other than motorized valves and solenoid valves, such as control valves and check valves having a drive unit that operates autonomously by sensing the refrigerant pressure, may also be assembled via the coupling structure described above.

[0071] In the above embodiment, a large-diameter valve having multiple valves (large-diameter valve and small-diameter valve) was exemplified as the electric valve, but an electric expansion valve having only a small-diameter valve may also be used. Alternatively, a rotationally driven ball valve or the like (for example, the configuration disclosed in Japanese Patent Publication No. DE102022200593) may be used as the electric valve. The valve parts of multiple control valves of the same or different types may be provided in the same (shared) body. For example, a check valve may be provided in the body of a solenoid valve. A differential pressure valve may be provided in the body of an electric valve. The valve parts of an electric valve and a solenoid valve may be provided in the same body.

[0072] In the above embodiment, as shown in Figure 1, the expansion device 115 is exemplified as a configuration that includes an expansion valve 116 and an on-off valve 118 (solenoid valve) as an integrated unit, but these may be replaced with an electric expansion valve. Alternatively, the on-off valve 118 may be separated from the expansion device 115 and placed downstream of the connection point P2 and upstream of the expansion valve 116. It is sufficient to provide an on-off valve that can open or close the first refrigerant circulation passage by external control. The electric expansion valve replaced in this way, or the separated on-off valve, may be incorporated into the manifold valve unit. For example, in the manifold valve unit 1 shown in Figure 1, these valves may be incorporated downstream of the connection point P2 in parallel with the solenoid valve 6.

[0073] Although not described in the above embodiment, at least one of a check valve, differential pressure valve, or orifice may be provided in the adapter connected to the manifold valve unit. Small valves can be easily embedded in the adapter.

[0074] It should be noted that the present invention is not limited to the embodiments and modifications described above, and the components can be modified and implemented without departing from the spirit of the invention. Various inventions may be formed by appropriately combining the multiple components disclosed in the embodiments and modifications described above. In addition, some components may be deleted from all the components shown in the embodiments and modifications described above. [Explanation of symbols]

[0075] 1 Manifold valve unit, 2 Electric valve, 4 Solenoid valve, 6 Solenoid valve, 10 Adapter, 12 Adapter, 20 Body, 22 Drive unit, 24 Inlet port, 26 Groove, 28 Through hole, 30 Body, 32 Drive unit, 34 Inlet port, 36 Groove, 38 Through hole, 40 Connecting member, 42 Screw insertion hole, 44 Screw insertion hole, 50 Bolt, 52 Nut, 100 Heating and cooling system, 102 Compressor, 104 Auxiliary condenser, 106 Outdoor heat exchanger, 108 Receiver, 110 Evaporator, 112 Accumulator, 114 Check valve, 115 Expansion device, 116 Expansion valve, 118 On / off valve, 121 First passage, 122 Second passage, 123 Third passage, 124 Fourth passage, 125 5th passage, 126 6th passage, 127 7th passage, 130 control unit, 201 manifold valve unit, 202 electric valve, 204 solenoid valve, 206 solenoid valve, 220 body, 226 groove, 230 body, 236 recessed fitting part, 238 convex fitting part, 301 manifold valve unit, 304 solenoid valve, 306 solenoid valve, 330 body, 332 convex fitting part, 334 through hole, 336 recessed fitting part, 338 locking part, 340 screw hole, 350 bolt, 401 manifold valve unit, 402 electric valve, 404 solenoid valve, 406 solenoid valve, 420 body, 430 body, P1 branching point, P2 connection point, P3 junction point.

Claims

1. A manifold valve unit comprising multiple control valves applied to a refrigeration cycle, Each of the aforementioned control valves A body having an internal passage through which a refrigerant flows, and a valve provided in the internal passage, A drive unit assembled to the body and generating a driving force for opening and closing the valve section, Equipped with, Each control valve body has a coupling structure with standardized dimensions and shape that allows for positioning when connecting with the bodies of other control valves. The body has a plurality of ports which are the opening ends of the internal passage, The coupling structure is provided on the surface of the body where the port does not open, characterized in that of the manifold valve unit.

2. A manifold valve unit comprising multiple control valves applied to a refrigeration cycle, Each of the aforementioned control valves A body having an internal passage through which a refrigerant flows, and a valve provided in the internal passage, A drive unit assembled to the body and generating a driving force for opening and closing the valve section, Equipped with, Each control valve body has a coupling structure with standardized dimensions and shape that allows for positioning when connecting with the bodies of other control valves. The aforementioned coupling structure is provided on multiple surfaces of the body, A manifold valve unit characterized in that the plurality of control valves include control valves in which the assembly direction of the drive unit and the body is different from that of the manifold valve unit in the vertical and horizontal directions.

3. A manifold valve unit comprising multiple control valves applied to a refrigeration cycle, Each of the aforementioned control valves A body having an internal passage through which a refrigerant flows, and a valve provided in the internal passage, A drive unit assembled to the body and generating a driving force for opening and closing the valve section, Equipped with, Each control valve body has a coupling structure with standardized dimensions and shape that allows for positioning when connecting with the bodies of other control valves. A manifold valve unit characterized in that the coupling structure includes an uneven structure provided on the body.

4. The manifold valve unit according to any one of claims 1 to 3, characterized in that the plurality of control valves include different types of control valves.

5. The manifold valve unit according to claim 4, characterized in that the mechanisms of the drive units of the different types of control valves are different from each other.

6. The collective valve unit according to any one of claims 1 to 3, characterized in that the plurality of control valves include control valves of the same type.

7. The manifold valve unit according to claim 1 or 2, characterized in that the coupling structure includes a recess into which a predetermined connecting member is fitted.

8. A control valve that can constitute the manifold valve unit described in claim 1, As the aforementioned bonding structure, A protrusion provided on the first surface of the body, the dimensions and shape of which are common to other control valves, A recess is provided on the second surface of the body, which has a complementary shape to the convex portion and whose dimensions and shape are common to those of other control valves, A control valve characterized by having the following features.

9. The manifold valve unit according to claim 1, An adapter that is detachably assembled to the aforementioned manifold valve unit and has an internal passage formed therein that communicates with each valve section of the plurality of control valves, Equipped with, A valve manifold device characterized in that the structure of the connection portion between the adapter and the plurality of control valves is standardized in terms of dimensions and shape with respect to each control valve.

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