Attachment structure of silencer

Abstract

An attachment structure of a silencer (50) for an in-vehicle air conditioner (10) comprises a compressor (16), a capacitor (18) for allowing a CO2-containing refrigerant to exchange heat with outside air, a refrigerant pipe (14) connected to the capacitor (18), and a silencer (50) provided in the middle of the refrigerant pipe (14). The silencing device (50) is supported by the capacitor (18) via a support member (62).

Description

Silencer mounting structure

[0001] This specification discloses a mounting structure for a silencer for an in-vehicle air conditioning system.

[0002] In the past, it has been proposed to provide a silencer in an automotive air conditioner to prevent pulsation of the air conditioning refrigerant. For example, Patent Document 1 discloses a structure in which a muffler is disposed near a compressor. In Patent Document 1, one end of the muffler is fixed to the compressor with a bolt, and the other end of the muffler is supported by a bracket.

[0003] While fluorine-based refrigerants have traditionally been used as air conditioning refrigerants, the use of other refrigerants has been considered in recent years. For example, the use of carbon dioxide (hereinafter referred to as "CO2") as an air conditioning refrigerant has been proposed in some circles. CO2 refrigerants have a lower global warming potential than fluorine-based refrigerants. However, when using CO2 refrigerants, the CO2 refrigerant must be pressurized to a higher pressure than fluorine-based refrigerants.

[0004] International Application Publication No. 2014 / 041960

[0005] The technology in Patent Document 1 was not designed to use high-pressure CO2 refrigerant, making it difficult to apply to air conditioners that use CO2 refrigerant. In particular, when using CO2 refrigerant, the compressor becomes larger, making it difficult to secure space around the compressor to install a muffler.

[0006] Therefore, this specification discloses a mounting structure for a silencer that allows the silencer to be appropriately positioned even when there is not enough space around the compressor.

[0007] The mounting structure of a silencer for an automotive air conditioning system disclosed in this specification comprises a compressor, a heat exchanger that exchanges heat between a refrigerant containing CO2 and outside air, a refrigerant pipe connected to the heat exchanger, and a silencer provided midway along the refrigerant pipe, and the silencer is supported by the heat exchanger via a support member.

[0008] By configuring the silencer to be supported by the heat exchanger, the silencer can be appropriately positioned even when there is not enough space around the compressor.

[0009] In this case, the silencer may be disposed on the refrigerant circuit between the compressor and the heat exchanger.

[0010] The refrigerant becomes highly pressurized downstream of the compressor. By placing a silencer downstream of the compressor where this high-pressure refrigerant is generated (i.e., between the compressor and the heat exchanger), refrigerant pulsation can be more effectively suppressed.

[0011] In addition, the silencer may have an elongated shape with an axial dimension greater than its diameter, and may be arranged laterally in the vehicle width direction of the heat exchanger in an upright position in which the axial direction of the silencer is approximately parallel to the axial direction of the heat exchanger.

[0012] Normally, the free space adjacent to the heat exchanger in the vehicle width direction is narrow. As described above, by arranging the elongated silencer in an upright position, the silencer can be arranged in the narrow free space adjacent to the heat exchanger in the vehicle width direction. As a result, the space efficiency of the vehicle is improved.

[0013] In this case, the support member may include a bracket fixed to an end of the heat exchanger in the vehicle width direction, and holding the silencer in a state spaced apart from the heat exchanger.

[0014] By using the bracket to separate the silencer from the heat exchanger, it is possible to suppress the transfer of heat and vibration between the silencer and the heat exchanger.

[0015] The support member may include an elastic body interposed between the silencer and the heat exchanger.

[0016] In this configuration, the vibrations are absorbed by the elastic body, so that the transmission of vibrations from the silencer to the heat exchanger can be more effectively suppressed.

[0017] The refrigerant piping may include an inlet pipe that introduces the refrigerant into the silencer and an outlet pipe that introduces the refrigerant exiting the silencer to the heat exchanger, the inlet pipe being connected to a peripheral surface of the silencer near a lower end thereof, and the outlet pipe being connected to an upper surface of the silencer.

[0018] Since the refrigerant inlet of the heat exchanger is located on the upper side, by connecting the outlet pipe to the top surface of the silencer, the distance of the outlet pipe can be shortened, improving space efficiency. Also, by connecting the inlet pipe to the circumferential surface of the silencer instead of the bottom surface, interference between the inlet pipe and other components can be prevented.

[0019] In this case, the inlet pipe may be bent back in the vertical direction on the way from the compressor to the silencer.

[0020] With this configuration, the refrigerant that has liquefied inside the silencer can be prevented from flowing back into the compressor.

[0021] At least a portion of the inlet pipe may be a metal corrugated hose.

[0022] With this configuration, vibration and pulsation of the refrigerant can be more effectively prevented.

[0023] The silencer may be configured by welding a cylindrical body having no joints in the circumferential direction to a pair of lid bodies closing both axial ends of the cylindrical body.

[0024] By adopting such a configuration, it is possible to obtain a silencer having a thickness that cannot be obtained by drawing, and this makes it possible to improve the pressure resistance of the silencer.

[0025] The refrigerant piping may include an inlet pipe that introduces refrigerant to the silencer, and the inlet pipe may extend from the silencer toward the rear of the vehicle.

[0026] This configuration prevents the inlet pipe from protruding in front of the silencer, thereby preventing damage to the inlet pipe in the event of a vehicle collision.

[0027] The refrigerant piping may include an outlet piping that guides the refrigerant leaving the silencer to the heat exchanger, and the outlet piping may extend upward from the upper surface of the silencer and then bend toward the heat exchanger.

[0028] With this configuration, the outlet pipe can be shortened.

[0029] The refrigerant piping may include an inlet pipe that introduces the refrigerant into the silencer, the inlet pipe having an upwardly extending rising portion, a horizontal portion that extends from an upper end of the rising portion toward the front of the vehicle, and a downwardly extending portion from a front end of the horizontal portion, and the highest part of the horizontal portion may be located above the upper end of the silencer and below the upper end of the heat exchanger.

[0030] With this configuration, the refrigerant that has liquefied inside the silencer is prevented from flowing back into the compressor.

[0031] The refrigerant piping may include an inlet pipe that guides the refrigerant to the silencer and an outlet pipe that guides the refrigerant leaving the silencer to the heat exchanger, and neither the inlet pipe nor the outlet pipe may be configured to protrude beyond the silencer in front of the vehicle.

[0032] This configuration effectively prevents damage to the refrigerant pipes in the event of a vehicle collision.

[0033] According to the technology disclosed in this specification, even when there is not enough space around the compressor, the silencer can be appropriately arranged.

[0034] It is a schematic diagram showing the configuration of an in-vehicle air conditioner. It is a perspective view of the periphery of a silencer. It is a side view of the periphery of the silencer. It is a front view of the periphery of the silencer. It is a cross-sectional view taken along the line AA in FIG. 4. It is a perspective view of the periphery of a bracket.

[0035] A silencer 50 for an automotive air conditioner will be described below with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of an air conditioner 10. The air conditioner 10 is mounted on a vehicle and adjusts the temperature in the vehicle compartment. The type of vehicle on which the air conditioner 10 is mounted is not particularly limited. Therefore, the vehicle may be an engine vehicle powered by an engine, or an electric vehicle powered by a motor. The vehicle may also be a hybrid electric vehicle equipped with both an engine and a motor, a fuel cell vehicle equipped with a fuel cell, or a battery electric vehicle that runs on electricity stored in a battery.

[0036] The air conditioner 10 includes a refrigerant circuit 12. The refrigerant circuit 12 generates heat and latent heat by compressing, expanding, condensing, and evaporating the refrigerant as it circulates. The heat generated in the refrigerant circuit 12 is used for heating, and the latent heat is used for cooling. Conventionally, fluorine-based refrigerants have been widely used as refrigerants. However, fluorine-based refrigerants have a problem of high environmental impact. Therefore, this example employs a CO2 refrigerant, which is primarily composed of CO2. Compared to fluorine-based refrigerants, CO2 refrigerants have a lower global warming potential and a lower environmental impact. On the other hand, CO2 refrigerants must be used under higher pressure than fluorine-based refrigerants. Therefore, equipment that handles CO2 refrigerants must have high pressure resistance.

[0037] The refrigerant circuit 12 has a refrigerant pipe 14 through which a CO2 refrigerant flows. The refrigerant pipe 14 is provided with a compressor 16, a condenser 18, an accumulator 20, a cooling expansion valve 42, and an evaporator 22. The compressor 16 compresses the gaseous CO2 refrigerant. As described above, CO2 refrigerant needs to be pressurized to a higher pressure than fluorine-based refrigerants. To meet this pressure requirement, a large, high-output compressor 16 is selected.

[0038] The condenser 18 is a heat exchanger that exchanges heat between the CO2 refrigerant and outside air. During cooling operation, the condenser 18 functions as a condenser that condenses the gaseous CO2 refrigerant. A condenser fan 21 is located behind the condenser 18 to efficiently draw in outside air.

[0039] The accumulator 20 separates the CO2 refrigerant into gas and liquid, and sends only the gaseous CO2 refrigerant to the compressor 16. In the example of Figure 1, the accumulator 20 incorporates a heat exchanger.

[0040] The cooling expansion valve 42 is a solenoid valve that is throttled during cooling operation and completely closed during heating operation. When the cooling expansion valve 42 is throttled, the CO2 refrigerant is rapidly depressurized as it passes through the cooling expansion valve 42. The evaporator 22 evaporates the liquid CO2 refrigerant and is disposed in the air-conditioning airflow path provided in the unit case 30. The latent heat generated during this evaporation cools the air around the evaporator 22.

[0041] 1, the refrigerant circuit 12 is provided with several solenoid valves for switching the flow direction of the air-conditioning refrigerant. Furthermore, the refrigerant circuit 12 is provided with a plurality of PT sensors 44 for detecting the pressure and temperature of the CO2 refrigerant flowing through the refrigerant pipe 14.

[0042] A blower mechanism 28 is disposed within the vehicle cabin. The blower mechanism 28 cools or heats air taken in from outside or inside the vehicle and blows the air into the vehicle interior. The blower mechanism 28 includes a unit case 30, a blower fan 32, and a heater core 33. An outlet (not shown) is formed at the downstream end of the unit case 30 for directing conditioned air into the vehicle interior. The evaporator 22 and the heater core 33 are also disposed within the unit case 30. During cooling operation, the evaporator 22 cools the air blown from the blower fan 32 by using latent heat generated when the air-conditioning refrigerant evaporates. The cooled conditioned air is output into the vehicle interior, thereby cooling the vehicle interior.

[0043] During heating operation, the heater core 33 is heated by another heat source. The other heat source may be, for example, an engine or an electric heater. The heater core 33 is heated directly by the other heat source or indirectly via a refrigerant such as water. A mode switching door 36 is disposed upstream of the heater core 33. The mode switching door 36 adjusts the amount of air passing through the heater core 33. During heating operation, the mode switching door 36 moves to a position (the position indicated by the dashed line in FIG. 1 ) that does not block the air flow toward the heater core 33. This allows air sent from the blower fan 32 to pass through the heater core 33 and be heated. The heated air-conditioned air is output into the vehicle interior, heating the vehicle cabin.

[0044] The air conditioner 10 is further provided with a silencer 50. The silencer 50 is disposed midway along the refrigerant pipe 14 connecting the compressor 16 and the condenser 18. The silencer 50 suppresses pulsation of the CO2 refrigerant and, ultimately, noise caused by the pulsation. The silencer 50 includes a muffler body 52 that attenuates sound energy by expanding the gaseous CO2 refrigerant. Here, the pressure of the CO2 refrigerant increases downstream of the compressor 16. By disposing the silencer 50 downstream of the compressor 16, noise can be more efficiently silenced.

[0045] The operation of the air conditioner 10 is conventionally known, and therefore a detailed description thereof will be omitted here. Note that the configuration of the air conditioner 10 shown in FIG. 1 is one example. As long as the air conditioner 10 includes the compressor 16, the condenser 18, and the silencer 50, other configurations may be changed. Therefore, for example, the air conditioner 10 may further include a battery cooling circuit for cooling electronic devices such as a battery or a fuel cell.

[0046] Conventionally, a silencer 50 has often been attached to a compressor 16. However, when a CO2 refrigerant is used as the refrigerant, it is difficult to attach the silencer 50 to the compressor 16. That is, as described above, CO2 refrigerant has a higher pressure than fluorine-based refrigerants. To meet such pressure requirements, the compressor 16 is large and has a high output. However, when the compressor 16 is large, it is often impossible to secure the space required to install the silencer 50 around the compressor 16. As a result, it has been difficult to attach the silencer 50 to the compressor 16 when a CO2 refrigerant is used.

[0047] Therefore, in this example, the silencer 50 is attached to the condenser 18. The attachment structure of this silencer 50 will be described in detail below. Fig. 2 is a perspective view of the periphery of the silencer 50. Fig. 3 is a side view of the periphery of the silencer 50, and Fig. 4 is a front view of the periphery of the silencer 50. Fig. 5 is a cross-sectional view taken along line A-A in Fig. 4, and Fig. 6 is a perspective view of the periphery of the bracket 64. In each drawing, "Fr", "Up", and "Rh" respectively indicate the front, upper, and right side of the vehicle.

[0048] As described above, the silencer 50 has the muffler body 52. ​​The muffler body 52 is a substantially cylindrical tubular member. The muffler body 52 is fluidly connected to the compressor 16 and the condenser 18 via the refrigerant piping 14. Hereinafter, the refrigerant piping 14 connecting the compressor 16 and the muffler body 52 will be referred to as the "inlet piping 14i," and the refrigerant piping 14 connecting the muffler body 52 and the condenser 18 will be referred to as the "outlet piping 14o."

[0049] The diameter of the muffler body 52 is sufficiently larger than the diameter of the refrigerant pipe 14. Therefore, the CO2 refrigerant expands rapidly when it flows from the refrigerant pipe 14 into the muffler body 52. ​​This expansion attenuates the sound energy of the CO2 refrigerant and suppresses the pulsation of the CO2 refrigerant.

[0050] As shown in FIG. 3 , the muffler body 52 has an elongated shape with an axial dimension greater than its diameter. For example, the axial dimension of the muffler body 52 is at least two times or at least five times the diameter. Conventionally, such muffler bodies 52 have often been formed by drawing. However, the high pressure of CO2 refrigerant necessitates a large plate thickness for the muffler body 52. ​​Furthermore, a large plate thickness makes drawing difficult. Therefore, the muffler body 52 of this example is formed by welding a cylindrical body with no seams in the circumferential direction to a pair of lids that close both axial ends of the cylindrical body. The seamless cylindrical body can be obtained, for example, by extrusion molding. Welding the cylindrical body and the lids together results in a muffler body 52 with a large plate thickness and excellent pressure resistance.

[0051] The muffler body 52 is disposed laterally in the vehicle width direction of the condenser 18 in an upright position, with its axial direction being substantially parallel to the axial direction of the condenser 18. Here, the "axial direction of the condenser 18" refers to a direction perpendicular to the thickness and width directions of the condenser 18 and parallel to the side 19 connecting the upper and lower ends of the condenser 18. In the example of FIG. 2 , the condenser 18 is disposed in an orientation in which its axial direction is parallel to the vehicle vertical direction. However, the condenser 18 may also be disposed in an orientation in which its axial direction is inclined relative to the vehicle vertical direction. For example, the condenser 18 may be disposed in an orientation in which the upper end of the condenser 18 is located further rearward than the lower end of the condenser 18. In this case, the muffler body 52 may also be disposed in an orientation in which its axial direction is inclined relative to the vehicle vertical direction so that it is parallel to the axial direction of the condenser 18. In either case, disposing the elongated muffler body 52 in an upright position allows the muffler body 52 to be placed in a small gap, improving vehicle space efficiency. In particular, in this example, the muffler body 52 is disposed laterally in the vehicle width direction of the condenser 18. The condenser 18 is designed to be as large as possible in terms of its widthwise and vertical dimensions so that it can receive the wind generated by running over a large area. Therefore, the available space to the sides of the condenser 18 in the widthwise direction is limited. By making the muffler body 52 elongated and arranging the muffler body 52 in an upright position, it is possible to effectively utilize the narrow available space to the sides of the condenser 18 in the widthwise direction.

[0052] It is also possible to arrange the muffler body 52 in front of or behind the condenser 18. However, in that case, the volume of air passing through the condenser 18 will be reduced by the size of the muffler body 52. ​​On the other hand, by arranging the muffler body 52 next to the condenser 18 in the vehicle width direction as in this example, the muffler body 52 does not interfere with the flow of air, and therefore a reduction in the volume of air passing through the condenser 18 can be prevented. However, as long as the required volume of air and space can be secured, part or all of the muffler body 52 may be arranged in front of, behind, below, or above the condenser 18.

[0053] As shown in Figure 3, the outlet pipe 14o extends from the top surface 56 of the muffler body 52. ​​More specifically, the outlet pipe 14o extends upward from the top surface 56, then bends toward the condenser 18 (i.e., in the vehicle width direction) and connects to the condenser 18, forming an overall inverted L-shape. The refrigerant inlet of the condenser 18 is located near the upper end of the condenser 18. Therefore, by connecting the outlet pipe 14o to the top surface of the muffler body 52, the length of the outlet pipe 14o can be shortened, thereby improving the space efficiency of the vehicle.

[0054] The inlet pipe 14i is connected to the circumferential surface 54 near the lower end of the muffler body 52. ​​The reason for connecting the inlet pipe 14i to the circumferential surface 54 rather than the bottom surface 58 of the muffler body 52 is to prevent interference between the inlet pipe 14i and other components. As shown in Figures 2 and 3, the inlet pipe 14i extends from the circumferential surface of the muffler body 52 toward the rear of the vehicle. In other words, neither the inlet pipe 14i nor the outlet pipe 14o protrudes forward of the vehicle from the muffler body 52. ​​This configuration can prevent the inlet pipe 14i and the outlet pipe 14o from being subjected to a strong impact in the event of a frontal collision of the vehicle.

[0055] Here, a portion of the inlet pipe 14i is a metal corrugated hose 46. By providing such a metal corrugated hose 46, vibration can be more effectively suppressed. As shown in FIGS. 2 and 3 , the inlet pipe 14i extends from the rear of the compressor 16 in a forward-downward direction, then proceeds upward toward the vehicle, then bends back toward the vehicle downward, and is connected to the peripheral surface 54 of the muffler body 52. ​​In other words, the inlet pipe 14i is bent back significantly in the vertical direction. This configuration prevents the CO2 refrigerant liquefied inside the muffler body 52 from flowing back into the compressor 16. By bending the inlet pipe 14i in the vertical direction, the distance of the inlet pipe 14i and, therefore, the distance of the metal corrugated hose 46 can be increased. Furthermore, the longer the distance of the metal corrugated hose 46, the more effectively vibration can be suppressed. Here, the inlet pipe 14i does not need to be excessively long. Therefore, for example, the inlet pipe 14i may be configured to rise to a position higher than the upper end of the muffler body 52 and lower than the upper end of the condenser 18, and then turn back downward. That is, the inlet pipe 14i may have, in the process from the compressor 16 to the muffler body 52, an upwardly extending rising portion 14i_1, a horizontal portion 14i_2 extending from the upper end of the rising portion 14i_1 toward the front of the vehicle, and a downwardly extending falling portion 14i_3 from the front end of the horizontal portion 14i_2. The highest part of the horizontal portion 14i_2 may be above the upper end of the muffler body 52 and below the upper end of the condenser 18.

[0056] The muffler body 52 is attached to the condenser 18 via a support member 62. Note that the support member 62 is not shown in Figures 2 and 3. As shown in Figures 4 to 6, in this example, the support member 62 includes a bracket 64. The bracket 64 is a metal fitting that connects the muffler body 52 to the condenser 18. For example, the bracket 64 is fixed to the end of the condenser 18 in the vehicle width direction, and holds the muffler body 52 in a spaced-apart state from the condenser 18. By spaced apart the muffler body 52 from the condenser 18 in this manner, the transmission of heat and vibration between the muffler body 52 and the condenser 18 can be suppressed.

[0057] 4, two brackets 64 are provided at an interval above and below. By providing multiple brackets 64 in this manner, the muffler body 52 is less likely to tilt, and the posture of the muffler body 52 is more stable.

[0058] The configuration of the bracket 64 is not limited as long as it can support the muffler body 52. ​​For example, as shown in FIG. 5 , the bracket 64 may have a muffler-side plate 66 and a condenser-side plate 68. The muffler-side plate 66 is a plate having one end fixed (e.g., welded) to the circumferential surface 54 of the muffler body 52. ​​The condenser-side plate 68 is a plate having one end fixed (e.g., welded) to the end of the condenser 18 in the vehicle width direction. The muffler body 52 is fixed to the condenser 18 by fastening the condenser-side plate 68 to the muffler-side plate 66 with fastening bolts 72.

[0059] Here, an elastic body 70 may be interposed between the muffler-side plate 66 and the condenser-side plate 68. The elastic body 70 is not particularly limited as long as it can absorb vibrations. For example, it may be a member made of a polymeric material such as natural rubber or silicone rubber, or a metal member such as a spring washer. In FIG. 6 , an elastic sheet made of a polymeric material is disposed between the muffler-side plate 66 and the condenser-side plate 68. By interposing the elastic body 70 on the bracket 64 in this manner, vibrations generated in the muffler body 52 or the condenser 18 can be absorbed, and transmission of vibrations between the muffler body 52 and the condenser 18 can be more reliably prevented. Furthermore, this configuration suppresses transmission of vibrations to the fastening bolts 72, effectively preventing loosening of the fastening bolts 72 due to vibrations.

[0060] In FIG. 6 , the elastic body 70 is disposed between the muffler-side plate 66 and the condenser-side plate 68. However, the elastic body 70 may be disposed in another location as long as it is interposed between the muffler body 52 and the condenser 18. For example, the elastic body 70 may be interposed between the condenser-side plate 68 and the condenser 18. Furthermore, if sufficient vibration countermeasures are taken, the elastic body 70 may be omitted. The configuration of the bracket 64 described here is also one example, and the bracket 64 may be modified as appropriate. For example, the bracket 64 may be fixed to the bottom surface 58 or the top surface 56 of the muffler body 52 instead of the peripheral surface 54. The shape and number of the brackets 64 may also be modified as appropriate. In the above description, the muffler body 52 is separated from the condenser 18. However, if vibration and noise problems do not arise, the muffler body 52 may be attached in contact with the condenser 18. Furthermore, the muffler body 52 may be directly attached to the condenser 18 with fastening members such as bolts, without using the bracket 64. In this case, the fastening member serves as a support member for supporting the silencer 50. Furthermore, all of the configurations described above are merely examples, and other configurations may be modified as appropriate as long as the configuration described in claim 1 is included. For example, the muffler body 52 is not limited to a cylindrical shape and may have other shapes. Furthermore, the muffler body 52 may be disposed in front of, behind, above, or below the condenser 18. Furthermore, in the above description, the condenser 18 is used as an example of a heat exchanger supporting the silencer 50. However, the heat exchanger may have other configurations as long as it exchanges heat between the refrigerant and the outside air. For example, a heat exchanger generally referred to as a "gas cooler" or "radiator" may also be used. Furthermore, as long as the silencer 50 is supported by the heat exchanger via a support member, other components may be interposed between the silencer 50 and the heat exchanger.

[0061] REFRIGERATED BY REFRIGERATED METHOD, 10 AIR CONDITIONER, 12 REFRIGERATED CIRCUITS, 14i INLEAD PIPE, 14o OUTLET PIPE, 16 COMPRESSOR, 18 CONDENSER, 20 ACCUMULATOR, 22 EVAPORATOR, 28 BLOWOUT MECHANISM, 30 UNIT CASE, 32 BLOWER FAN, 33 HEATER CORE, 36 MODE SWITCHING DOOR, 42 AIR CONDITIONING EXPANSION VALVE, 44 PT SENSOR, 46 METAL ACCESSORIES HOSE, 50 SIGNAL MULTIPLEXER, 52 MUFFLER BODY, 54 PERIPHERAL SURFACE, 56 TOP SURFACE, 58 BOTTOM SURFACE, 62 SUPPORT MEMBER, 64 BRACKET, 66 MUFFLER SIDE PLATE, 68 CONDENSER SIDE PLATE, 70 ELASTIC BOLT, 72 FASTENING BOLT.

Claims

1. A mounting structure for a silencer for an automotive air conditioning system, comprising: a compressor; a heat exchanger that exchanges heat between a refrigerant containing CO2 and outside air; a refrigerant pipe connected to the heat exchanger; and a silencer provided midway along the refrigerant pipe, wherein the silencer is supported by the heat exchanger via a support member.

2. A silencer mounting structure according to claim 1, characterized in that the silencer is disposed on the refrigerant circuit between the compressor and the heat exchanger.

3. A mounting structure for a silencer according to claim 1, wherein the silencer has an elongated shape with an axial dimension greater than its diameter, and the silencer is arranged laterally in the vehicle width direction of the heat exchanger in an upright position with the axial direction of the silencer approximately parallel to the axial direction of the heat exchanger.

4. A mounting structure for a silencer according to any one of claims 1 to 3, characterized in that the support member is provided with a bracket that is fixed to the end of the heat exchanger in the vehicle width direction and that holds the silencer in a state where it is spaced apart from the heat exchanger.

5. A mounting structure for a silencer according to claim 4, characterized in that the support member includes an elastic body interposed between the silencer and the heat exchanger.

6. A silencer mounting structure according to claim 1, wherein the refrigerant piping includes an inlet pipe that introduces refrigerant into the silencer, and an outlet pipe that introduces refrigerant exiting the silencer to the heat exchanger, the inlet pipe being connected to the peripheral surface of the silencer near its lower end, and the outlet pipe being connected to the upper surface of the silencer.

7. A silencer mounting structure according to claim 6, characterized in that the inlet pipe is folded back in the vertical direction on the way from the compressor to the silencer.

8. A silencer mounting structure according to claim 7, characterized in that at least a portion of the inlet pipe is a metal corrugated hose.

9. A mounting structure for a silencer according to claim 1, characterized in that the silencer is constructed by welding together a cylindrical body having no joints in the circumferential direction and a pair of lid bodies that close both axial ends of the cylindrical body.

10. A silencer mounting structure according to claim 1, wherein the refrigerant piping includes an inlet pipe that introduces refrigerant into the silencer, and the inlet pipe extends from the silencer toward the rear of the vehicle.

11. A silencer mounting structure according to claim 1, wherein the refrigerant piping includes an outlet piping that guides the refrigerant discharged from the silencer to the heat exchanger, and the outlet piping extends upward from the top surface of the silencer and then bends towards the heat exchanger.

12. A mounting structure for a silencer as claimed in claim 1, wherein the refrigerant piping includes an inlet pipe that introduces refrigerant into the silencer, the inlet pipe having an upwardly rising portion, a horizontal portion that extends from the upper end of the rising portion towards the front of the vehicle, and a downwardly falling portion that extends from the front end of the horizontal portion, and the highest part of the horizontal portion is located above the upper end of the silencer and below the upper end of the heat exchanger.

13. A mounting structure for a silencer according to claim 1, wherein the refrigerant piping includes an inlet pipe that introduces refrigerant into the silencer, and an outlet pipe that introduces refrigerant exiting the silencer to the heat exchanger, and neither the inlet pipe nor the outlet pipe protrudes beyond the silencer in front of the vehicle.

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