EP0480330A2 - Appareil frigorifique avec modulateur - Google Patents

Appareil frigorifique avec modulateur Download PDF

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Publication number
EP0480330A2
EP0480330A2 EP91116961A EP91116961A EP0480330A2 EP 0480330 A2 EP0480330 A2 EP 0480330A2 EP 91116961 A EP91116961 A EP 91116961A EP 91116961 A EP91116961 A EP 91116961A EP 0480330 A2 EP0480330 A2 EP 0480330A2
Authority
EP
European Patent Office
Prior art keywords
coolant
modulator
condenser
tank
recirculation line
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP91116961A
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German (de)
English (en)
Other versions
EP0480330B1 (fr
EP0480330A3 (en
Inventor
Yasushi Yamanaka
Kenichi Fujiwara
Takahisa Suzuki
Hiroki Matsuo
Shin Nishida
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
NipponDenso Co Ltd
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Publication date
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B45/00—Arrangements for charging or discharging refrigerant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B39/00—Evaporators; Condensers
    • F25B39/04—Condensers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B40/00—Subcoolers, desuperheaters or superheaters
    • F25B40/02—Subcoolers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2339/00—Details of evaporators; Details of condensers
    • F25B2339/04—Details of condensers
    • F25B2339/044—Condensers with an integrated receiver
    • F25B2339/0441—Condensers with an integrated receiver containing a drier or a filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2339/00—Details of evaporators; Details of condensers
    • F25B2339/04—Details of condensers
    • F25B2339/044—Condensers with an integrated receiver
    • F25B2339/0446—Condensers with an integrated receiver characterised by the refrigerant tubes connecting the header of the condenser to the receiver; Inlet or outlet connections to receiver
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2500/00—Problems to be solved
    • F25B2500/01—Geometry problems, e.g. for reducing size
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B41/00—Fluid-circulation arrangements
    • F25B41/006—Fluid-circulation arrangements optical fluid control arrangements

Definitions

  • the present invention relates to a refrigerating apparatus which can be advantageously used in an air conditioning device for an automobile.
  • the present invention is also related to a modulator used in the refrigerating apparatus.
  • a refrigerating device provided with a condenser and a receiver arranged downstream of the condenser.
  • the top end of the receiver is provided with an inlet for introducing therein a condensed coolant from the condenser, and the coolant is stored in a space inside the receiver.
  • a liquid phase is created below in the space at the liquid-gas interface, and the obtained liquid coolant is fed to a pressure-reducing means for the refrigerating apparatus.
  • Another prior art refrigerator is provided with a condenser constituted by an upper condenser part and a lower super cooling part, and a receiver is arranged between the condenser part and the super cooling part.
  • the coolant condensed at the condenser part is temporarily stored in the receiver, for a gas-to-liquid separation therein, and only the liquid coolant separated in the receiver is returned to the condenser at the super cooling part thereof.
  • This improved prior art also has a construction such that all of the amount of the coolant recirculated during the refrigerating cycle is introduced from the condenser part into the receiver, and all of the amount of liquid coolant is removed to the super cooling portion of the condenser, and this has a drawback in that the dimensions of the system must be large. Furthermore, connection lines for a communication between the condenser part and super cooling part of the condenser and the receiver are necessary, which makes the construction of the system complicated and difficult to arrange in a limited space in an automobile.
  • An object of the present invention is to provide an apparatus capable of overcoming the above-mentioned difficulties in the prior arts.
  • Another object of the present invention is to overcome these difficulties in the prior arts by providing, in place of the conventional receiver, a small-size modulator as the means for storing an excess amount of the coolant recirculated during the closed refrigerating cycle.
  • Still another object of the present invention is to provide a refrigerating system having a modulator for use in a refrigerating cycle and having a construction such that it is capable of storing a optimum amount of excess coolant.
  • a further object of the present invention is to provide a refrigerating system equipped with a modulator and capable of obtaining an as high as possible cooling ability of the system by the provision of a super cooler arranged downstream of the modulator in the direction of the flow of the coolant.
  • Another object of the present invention is to provide a refrigerating system having a super cooling ability due to the provision of a modulator having a simplified construction.
  • a refrigerating apparatus which comprises: a coolant recirculation line; a compressor in the recirculation line for compressing the coolant; a condenser in the recirculation line for condensing the compressed coolant; means in the recirculation line for expanding the condensed coolant by reducing the pressure thereof; an evaporator in the recirculation line for evaporating the reduced pressure coolant, which is introduced into the compressor, so that a flow of the coolant as recirculated in the recirculation line is created to thereby obtain a refrigerating cycle, and; a modulator defining therein a chamber for receiving, from the condenser, only a part of the total amount of the coolant recirculated in the refrigerating cycle, the modulator being capable of defining in said space a boundary between the liquid and gas states, for separating the gas from the coolant.
  • the modulator does not receive all of the coolant recirculated in the refrigerating cycle. Namely, any excess amount of coolant is introduced into the modulator. This excess amount of the coolant in the modulator is changed in accordance with the cooling ability, as required, and in accordance with variations in the excess amount of coolant, the coolant in the modulator is supplied to the recirculation system or an excess amount of coolant is supplied to the modulator.
  • the modulator has a volume capable of storing the maximum possible excess amount of the coolant for the refrigerating system, to thereby allow a reduction in the size of the system.
  • the modulator is arranged between the condenser and the super cooler, a good super cooling ability is obtained, and because a gas-liquid boundary is created in the modulator in which the excess amount of the coolant is stored, only a liquid state coolant is supplied to the super cooler. Namely, merely by arranging the modulator, which is branched from the heat exchanger, in the system, a more efficient super cooling operation can be obtained and a difference in the enthalpy can be increased, resulting in an increase in the cooling ability of the refrigerating system.
  • a combined construction of the condenser and the super cooler allows the modulator to be merely branched from the heat exchanger at the middle portion thereof, and thus the modulator can be small in size, and accordingly, the condenser and the super cooler can be made more compact.
  • FIG. 7 shows a prior art system provided with a condenser 400 and a receiver 401 arranged downstream of the condenser.
  • the top end 403 of the receiver 401 is connected to the condenser 400, and the coolant from the condenser 400 is once stored in the receiver 401.
  • This prior art suffers from a drawback in that all of the coolant for recirculation is introduced into the receiver 401 and stored therein, and thus a continuous introduction or removal of a large amount of coolant must be made, and accordingly, the dimensions of the receiver 401 are inevitably increased.
  • Another disadvantage is that two pipes necessary for a connection of the condenser 400 to the receiver 401, which makes the construction of a joint portion complicated.
  • Figure 44 shows another prior art refrigerator which is provided with a condenser 400 constructed by an upper condenser part 402 and a lower super cooling part 405, wherein a receiver 401 is arranged between the condenser part 402 and the super cooling part 405.
  • the coolant condensed at the condenser part 402 is temporarily stored in the receiver 401 for a gas-to-liquid separation, and only the liquid coolant, after separation in the receiver 401, is returned to the condenser at the super cooling part 405.
  • FIG. 1 shows a system illustrating a refrigerating cycle according to the present invention.
  • 200 denotes a compressor having a pulley 200-1 connected to a crankshaft (not shown) of an internal combustion engine via a belt (not shown), whereby the compressor 200 is driven by the engine.
  • the compressor 200 has an output connected, via a coolant pipe 350, to an inlet 400-1 of a condenser 400, for an introduction of a coolant having a high pressure and a high temperature from the compressor 200 into the condenser 400.
  • the expansion valve 300 as the pressure reducing means is a thermally operated type responsive to signals from a thermosensitive tube 311, for controlling a degree of throttling of the pipe 351.
  • a pressure reduction takes place at the expansion valve 300, causing the coolant to be expanded and formed into a mist, and then supplied to an evaporator 310.
  • the evaporator 310 is arranged in a air conditioning device (not shown) for a passenger room of an automobile, so that a heat exchange takes place between the coolant in the evaporator 310 and the air to be air-conditioned, which causes the coolant to be vaporized to thus extract heat from the air to cool same, as is well known.
  • the evaporated coolant having a low temperature and a low pressure is recirculated into the compressor 200 via a coolant pipe 352.
  • a modulator 100 is arranged in the coolant pipe 351 at a position adjacent to the outlet of the condenser 400.
  • the modulator 100 has a closed space S therein which extends vertically in such a manner that the coolant pipe 351 near the outlet 400-2 of the condenser 400 is directly and vertically upwardly branched to the space S of the modulator 100 at the bottom end thereof.
  • the condenser 400 is composed of a heat exchange tube 420 made from a extrusion pipe having a serpentine shape, through which the coolant passes after the heat exchange.
  • corrugated fins 421 are thermally connected to the outer surface of the serpentine tube 420, to thus increase a heat exchange space between the coolant and the air due to the presence of the corrugated fins 421.
  • the condenser 400 is a twin type having two "parallel" serpentine tube portions 420a and 420b connected with each other at the upstream ends thereof by a dividing member 422, so that two parallel flows of the coolant are obtained.
  • the downstream ends of the parallel tube portions are connected with each other by a combining member 423, to combine same and produce a single flow of the coolant to the pipe 351 and the expansion valve 300.
  • Fig. 2 basically the total amount of the coolant passed through the condenser 400 is directed to the expansion valve 300. Nevertheless, any excess coolant should be held in the system, to avoid a situation such that, when the amount of coolant in the system is larger than the required amount, a leakage of the coolant occurs and the total amount of the coolant is reduced, and thus a change occurs in the amount of the coolant necessary to cope with changes in an air conditioning load.
  • the space S in modulator 100 is utilized for holding the excess coolant, and is arranged downstream of the condenser 400 such that the branching portion 360 allows the coolant condensed in the condenser 400 to be diverted from the pipe 351, and thus the excess coolant can be accumulated in the modulator 100.
  • Figure 3 to 5 show various states of the distribution of the coolant in the space S in the modulator 100.
  • the excess coolant is located in the modulator 100, whereby a gas-to-liquid boundary is created in the modulator 100.
  • the introduction of vaporized coolant into the modulator 100 and the removal of the liquefied coolant from the modulator 100 are balanced, whereby a stabilized level of the liquid coolant is created inside the modulator 100. This level corresponds to the amount of coolant in excess of the usual condition of the air-conditioning system.
  • a sufficient amount of the coolant can be condensed in the condenser 400, and accordingly, substantially no gaseous coolant is fed into the pipe 351 toward the expansion valve 300 and only a liquid state coolant is introduced into the modulator 100, and thus the space inside the modulator 100 is completely filled with the liquid state coolant, as shown in Fig. 5.
  • an amount of coolant in excess of the amount of coolant needed for the recirculation system can be stored in the modulator 100, and thus the amount of recirculated coolant can be suitably adjusted in accordance with the air conditioning requirements.
  • Figure 6 shows a modification of the modulator 100, wherein the upper end of the modulator 100 is equipped with a sighting member 190 made of a transparent material such as glass, which allows an inner condition of the modulator 100 to be observed, and as a result a shortage in the amount of coolant or an excessively filled condition of coolant can be detected.
  • a float member 180 is housed in the modulator 100, to facilitate the observation of the level of the liquid-to gas boundary.
  • the sighting glass member 190 is fitted to the upper end of the modulator 100 via an O-ring 198, and portions of the outer thin tubular wall constructing the modulator 100 are radially inwardly deformed along the circumference thereof, so that the sighting glass 190 is firmly held in the tubular member constructing the modulator 100.
  • any change in the amount of recirculating cooling medium required can be automatically compensated.
  • the coolant is introduced into or fed from the modulator 100 at a limited speed, to ensure a stable condition of the coolant in the modulator 100, which is advantageous because the volume of the modulator 100 can be made as small as possible.
  • FIG. 8 shows a Mollier diagram wherein the abscissa shows the enthalpy and the ordinate shows the pressure; the solid line 11 and 12 show the saturated gas and liquid states, respectively.
  • the area inward of the lines 11 and 12 corresponds to the area wherein the gas and liquid states coexist
  • the area on the right hand side of the line 11 corresponds to the area wherein only the gas state exists
  • the area on the left hand side of the line 12 corresponds to the area wherein only the liquid state exists.
  • the receiver 401 should be located on the saturated line 12, and therefore, a super cooling will take place in the area SC of the condenser 400 downstream of the receiver 401.
  • This super cooling can increase the difference in the value of the enthalpy, and thus increase the cooling efficiency of the refrigerating apparatus.
  • Figure 9 is a schematic view of the refrigerating apparatus wherein the modulator 100 according to the present invention is used in place of the receiver 401 of the prior art.
  • a gas-liquid boundary also can be created in the modulator 100 such that the coolant is in a saturated liquid state at a position where the modulator 100 is located, and as a result, the heat exchanger located downstream of the modulator 100 serves as a sub cooling portion 405, i.e., as a super cooler, and the portion 402 of the heat exchanger located upstream of the modulator 100 serves as a condenser.
  • the condensed condition of the medium in the condenser portion 402 depends on the cooling load.
  • the area designated by dots is in a gas state and the area designated by spaced short bars is in a liquid state.
  • the gas and liquid states occur in accordance with the required cooling load.
  • Such changes in the condensing ability at the condenser portion 402 can be absorbed by the provision of the modulator 100. Namely when a situation occurs in which the cooling load is so high that all of the coolant cannot be condensed in the condenser portion 402, a discharge of an amount of gaseous coolant occurs. This gaseous coolant however, is absorbed by the modulator 100, and accordingly, a liquid state coolant in the modulator 100 is discharged to the sub-cooling portion 405, whereby an effective super cooling operation is obtained at the sub-cooling portion 405.
  • Figure 10 shows the entire air conditioning system for an automobile, which system is provided with a condenser having the construction schematically shown in Fig. 9 wherein a modulator 100 is arranged between the condenser part 402 and the super cooler 405 in the condenser 400.
  • Reference numeral 201 denotes an internal combustion engine having a crankshaft on which a pulley 201-1 is mounted.
  • the pulley 201-1 is connected, via a belt 201-2, to a pulley portion of an electromagnetic clutch device 202, and the clutch 202 is selectively engaged for transmitting the rotational movement of the engine to the compressor 200.
  • the condenser portion 402 is a parallel twin type having parallel-connected serpentine pipes 420a and 420b which are connected to each other at a manifold 423.
  • the modulator 100 is branched from the manifold 423 such that it is directed upward therefrom.
  • the manifold 423 is provided with four branch portions; two being connected to the serpentine pipes 420a and 420b of the condenser portion 402, one being connected to the sub cooling portion 405, and one being connected to the modulator 100 as shown in Fig. 11.
  • Figure 12 is a schematic view of a construction of the heat exchanger 400 shown in Fig. 10.
  • the provision of the modulator 100 allows the portion 402 downstream of a position branched to the modulator 100 to act as a condenser part for condensing the coolant.
  • the portion 405 downstream of the position branched to the modulator 100 operates as a sub-cooling portion, to thereby obtain a super cooling effect.
  • the determination of a desired position at which modulator will be branched therefrom is discussed in relation to the results of experiments.
  • the optimum position for the branching the modulator 100 is determined by changing the ratio of the surface area of the sub-cooling portion r to the total surface area.
  • the abscissa is a value of the sub-cooling area ratio r, and the ordinate shows an engine idling speed or drive power for the compressor (hose power).
  • a line ml shows a change made in the drive power for the compressor 200 with respect to the change in the ratio r, to thereby obtain a cooling ability equal to that obtained when the sub-cooling ratio is zero.
  • a line n1 a change in an engine idling speed is measured when the ratio r is changed, to thereby obtain a cooling ability equal to the cooling ability under the zero sub-cooling condition.
  • the drive power ml for the compressor 200 was calculated from the line n1, in a well known manner.
  • the super cooling speed of the coolant can be made high, and therefore, as it will be easily understood from the Mollier chart shown in Fig. 8, a large difference in the enthalpy can be obtained, and thus the cooling ability can be increased. Basically, this means that the larger the sub-cooling area the greater the cooling ability, enabling a reduction in the drive power while maintaining the same cooling ability.
  • Figure 13 shows this contradictory requirement between the increase in the cooling ability by an increase in the area of the sub-cooling portion 402 and the prevention of an increase in the drive power for the compressor due to a reduction of the area of the compressor portion 402.
  • a higher value of the sub-cooling ratio r is more preferable, but as is clear from Fig. 13, the value of the sub-cooling ratio cannot be higher than 0.1 if a substantial reduction of the drive power of the compressor 200 is to be obtained.
  • Figure 13 also shows a change in the drive power of the compressor needed to obtain a predetermined cooling ability when the engine is idling.
  • the engine to which the compressor 310 is connected is subjected to various running conditions by which the engine speed is determined regardless of the cooling ability requirements. Therefore, it is necessary to determine the desired value of the sub-cool area while the vehicle is actually running.
  • Figures 14(a), (b) and (c) show the values of the cooling ability (Q), drive power (L), and the cooling ability-to-drive power ratio (Q/L), respectively, obtained by the heat exchanger according to the embodiment shown in Fig. 10, provided with a super cooler, in relation to those obtained by a heat exchanger without a super cooler (Fig. 1).
  • a solid line A corresponds to a high speed condition of the vehicle, and a high thermal load applied to the refrigerating apparatus.
  • a solid line B corresponds to a medium speed condition of the vehicle, and a medium thermal load applied to the refrigerating apparatus.
  • the temperature of the air introduced into the evaporator 310 is 27 degrees centigrade, the total air amount is 400 cubic meters per hour, and the rotational speed of the engine 201 is 1,800 r.p.m.
  • a solid line C corresponds to a low speed condition of the vehicle, and a low thermal load applied to the refrigerating apparatus.
  • the temperature of the air introduced into the evaporator 310 is 25 degrees centigrade, the total air amount is 300 cubic meters per hour, and the rotational speed of the engine 201 is 1,000 r.p.m.
  • an increase in the cooling ability is obtained by an increase in the area of the sub-cooling portion 405, but this increase in the sub-cooling area causes an increase in the drive power due to an increase in the pressure of the coolant at the condenser portion 402. This means that an optimum value of the cooling ability-to-drive power ratio (Q/L) should be determined from the cooling ability and the drive power.
  • the results of the experiments show that, when the vehicle is operating under the low speed and low load area C, a sub-cooling area ratio larger than 0.3 can cause a worsening of the cooling ability compared to that obtained without a provision thereof, since the sub-cooling area ratio becomes smaller than a value of 1.0.. Therefore, preferably the sub-cooling area ratio r is in a range of between 0.1 and 0.3, to thereby obtain an effective operation of the refrigerating apparatus over the entire range of operation of the vehicle.
  • the condensing operation at the modulator 100 is important.
  • a flow of the air for cooling is contact with not only the condenser and sub-cooling portions 402 and 405 but also the modulator 100, which causes the gaseous cooling medium to be condensed therein.
  • the gas-liquid boundary 100a at the modulator 100 is under a saturated liquid condition, which is obtained as a result of cooling operation due to a heat emission at the modulator 100.
  • the coolant introduced into the modulator 100 is in a partly dried state of a gas and liquid as combined, the cooling effect caused by the heat emission at the modulator 100 itself can maintain the gas-liquid boundary 100a in the modulator 100.
  • the coolant at the connection area 100b is under the combined state wherein the coolant is basically in a liquid state but includes a small amount of gas.
  • the condition of the coolant at the inlet portion 405a of the sub-cooling portion 405 is the same as the condition of the coolant at the inlet portion 100b of the modulator 100, and thus the coolant in the liquid state including a small amount of gas is introduced into the sub-cooling portion 405. Therefore, at the sub-cooling portion 405, a condensing operation of the gas portion in the combined gas and liquid medium is first obtained, and thereafter, the super cooling operation is obtained.
  • the coolant can obtain the saturated condition along the area D, and thus the super cooling operation is obtained in the sub-cooling portion 405 at an area downstream of the line D, as designated by the shaded lines.
  • a gas flowing-out ratio, in the total amount of the gas component in the coolant passed through the condenser portion 402, is defined as a ratio between the amount of gas introduced into the modulator 100 and the amount of gas flowing into the sub-cooling portion 405. Namely, where there is an emission of heat at the modulator 100, the amount of gas flowing into the sub-cooling portion 405 is equal to the amount of gas condensed at the modulator multiplied by the gas flow rate. This means that the amount of gaseous coolant flowing into the sub-cooling portion 405 corresponds to the degree of condensing at the modulator 100. Namely, the larger the amount of gas phase coolant in the modulator 100, the smaller the amount of gas phase coolant flowing into the sub-cooling portion 405, which increases the super cooling efficiency at the sub-cooling portion 405.
  • the gaseous coolant must be positively introduced into the modulator 100.
  • A is a value of effective area of the coolant passageway
  • A' is a value of effective area of the branch passageway to the modulator 100.
  • the amount of gaseous coolant introduced into the modulator 100 is equal to the amount of gaseous coolant passing through the coolant multiplied by A'/A. Namely, the gas flowing out ratio corresponding to A'/(A - A'), so that the larger the effective area of the branch pipe of the modulator 100, the smaller the amount of gaseous coolant.
  • Figure 16 shows a relationship between the ratio of the effective area of the branch pipe to the modulator 100, to the effective area of the coolant passageway, A'/A, and the gaseous coolant flow out ratio.
  • a suitable value of the A'/A must be selected to obtain the desired result.
  • Figure 17 is a schematic view of the condition of the coolant at the branch portion to the modulator 100.
  • the upper part (a) of Fig. 17 show a situation wherein the branch pipe to the modulator 100 has no means for controlling the flow into the modulator 100, and it is clear that an excessively high speed flow of the coolant in the coolant passageway at the branch portion to the modulator 100 is generated, which causes a separation of the gas state coolant by a buoyancy thereof to become difficult.
  • the lower part (b) of Fig. 17 shows a situation wherein a speed limiting means 100-c (plate with openings) is provided for a separation of the flow of gas to the branch pipe to the modulator. This limitation of the speed of the coolant flowing into the modulator 100 by the plate 100c facilitates the separation of gas in the modulator 100 due to the buoyancy thereof.
  • Figure 18 shows an embodiment in which the above explained provision of separate flows is introduced.
  • the branch pipe 423 is provided therein with a partition 423-1, which forms an opening for a connection with an introduction pipe 120 having an effective area of A', the value of which is determined so that a desired introduction of the gaseous coolant is obtained.
  • the partition wall 423-1 forms openings 424 to ensure a continual connection with the bottom portion of the modulator 100.
  • Figure 16 shows that, to obtain an effective super cooling operation, the ratio A'/A should not be too large and should not be too small. The following is a result of an experiment made to confirm this finding. In Fig.
  • the abscissa is the ratio A'/A, which is the ratio of the area of the pipe 120 to the area of the coolant passageway in which the coolant flows as shown by an arrow Y, and the ordinate is the effective area of the sub-cooling portion 405, or, which is the ratio r0 of the area of the sub-cooling portion producing an effective super cooling operation (the shaded line area in Fig. 15) to the total effective area of the sub-cooling portion 405 of the heat exchanging apparatus.
  • a solid line E shows a situation wherein the amount of coolant recirculating in the refrigerating system is 100 kg per hour
  • a solid line F is a situation wherein the amount of coolant recirculating in the refrigerating system is 150 kg per hour.
  • the effective sub-area ratio A'/A indicates, with regard to the total effective heat exchange surface area, a rate of a surface area of the part of the sub-cooling portion where an effective super cooling of the coolant is obtained. This means that the larger the sub-cooling area ratio A'/A, the more effective is the super cooling effect.
  • the experimental result in Fig. 19 shows that a large effective sub-cooling area ratio can be obtained when the branch pipe area ratio A'/A is in a range of between 12 to 36%.
  • the induction pipe 120 is arranged to be opened to the space inside the modulator at the upper portion thereof, and as a result, in addition to the advantage of a setting of the desired value of the branch pipe area ratio, an additional advantage is obtained in that a degree of dryness of the gas-liquid coolant at the branch position is reduced because the gaseous coolant is directly introduced into the upper part of the space inside the modulator 100.
  • the modulator 100 should be constructed by a lower filling margin portion 131 below the gas-to-liquid boundary and an upper variation margin portion 130 above the gas-to-liquid boundary.
  • the lower portion 131 is used for supplementing an amount of the coolant which may leak from the refrigerating apparatus after a prolonged use thereof, and the upper portion 130 is used for absorbing a change of the necessary amount of coolant recirculated in the refrigerating apparatus, which depends on variations of the cooling load of the system.
  • a solid line I is a low load coolant condition where the temperature is 15 degrees centigrade and the humidity is 50%
  • a solid line H is a medium load condition where the temperature is 27 degrees centigrade and the humidity is 50%
  • a solid line G is a high load condition where the temperature is 35 degrees centigrade and the humidity is 60%.
  • the amount of coolant required is between 90 to 140 grams.
  • 100 grams of coolant are required, and therefore, for the variation margin portion 130 it is considered that a space for about 40 grams of coolant is required.
  • the inventors found a preferable construction of the modulator 100, which is connected to a refrigerating system for an operation thereof.
  • the actual construction of the modulator 100 will be explained as follows. As shown in Figs. 10 and 11, a construction is employed whereby the modulator 100 is branched from the manifold pipe 423, which is shown on an enlarged scale in Fig. 22, and from the manifold pipe 423, tubes 420-1 and 420-2 to the condenser portions 402 and a tube 421-2 to the sub-cooling portion 405 are branched. Furthermore, a block joint 426 is integrally connected to the manifold pipe 423 by soldering.
  • the block joint 426 is provided with a tubular projected portion 428 for a flow of the coolant from the manifold pipe 423 to the modulator 100, and a screw thread hole 427.
  • the modulator 100 is provided, at the bottom end thereof, with a block joint 429 integrally connected thereto by soldering.
  • the block joint 429 forms an opening 429a to which the tubular projection 428 of the first block 428 of the manifold pipe 423 is inserted via an O-ring 431, so that the latter, at the upper surface 432 thereof, is in contact with the bottom surface 430 of the block joint 429 of the modulator 100.
  • the block joint 429 is formed with a hole 429b (Fig.
  • the arrangement of the modulator 100 branched from the heat exchanger 400 at a location along the coolant passageway therein permits the portion downstream of the branched portion to be used as the sub-cooling portion 405, which can increase a difference in an enthalpy for increasing the cooling ability. Nevertheless, the arrangement of the modulator 100 branched from the heat exchanger at a location along the coolant passageway of the heat exchanger inevitably reduces an effective area of the condenser portion 402, which increases the output pressure from the compressor 200.
  • Figure 25 shows a result of experiments by the inventors, for illustrating an increase in the pressure of the output of the compressor 200 as a result of the provision of the modulator 100 in the heat exchanger 400 as shown in Fig. 10. In Fig.
  • the abscissa is the total amount of coolant filled in the system, and the ordinate is an output pressure.
  • a line W shows a result obtained when the modulator 100 is used as arranged in Fig. 10, and a line Z shows a result obtained when a prior art device provided with the receiver 401 is used.
  • a desired amount of coolant is in a range of between about 600 grams to about 1200 grams.
  • the amount of the coolant is short by about 600 grams, there is a sharp drop in the output pressure due to the shortage in the amount of coolant.
  • the amount of coolant is larger than about 1200 grams, there is a sharp increase in the output pressure, which means that an excess amount of the coolant is filled in the system.
  • the construction of the present invention including the modulator 100 can increase the output pressure of the compressor 200, compared with the result (curve Z) of the prior art, but the increase in the output pressure as obtained in the present invention is not large.
  • the heat exchanger 400 is constructed by a condenser portion 402 and sub-cooling portion 405, which are constructed by serpentine tubes, but the heat exchanger 400 can be constructed from a plurality of parallel tubes 482 having a flattened cross sectional shape, as shown in Fig. 26.
  • This type of the heat exchanger 400 includes, on both sides thereof, horizontally spaced tank portions 480 and 481 between which a plurality of horizontal parallel pipes 482 having a flattened shape are arranged to be vertically spaced therein.
  • Corrugated fins 483 are arranged between the adjacent flattened pipes 482 such that the fins are connected to the surfaces of the pipes 482 by soldering, and partition plates 484 and 485 are arranged in the side tanks 480 and 481, respectively.
  • the partition plate 484 in the side tank 480 is located at a higher position than the partition plate 485 in the side tank 481.
  • An coolant inlet 480-1 is opened to the space inside the tank 480 above the partition 484, and the coolant outlet 481-1 is opened to the space inside the tank 481 below the partition 485.
  • an "S" shaped flow of the coolant is obtained, from the inlet 480-1 to the outlet 481-1, as shown by arrows f1, f2, f3, f4, f5 and f6.
  • the modulator 100 is branched from the side tank 480-1 at a position below the partition 484.
  • Figure 27 shows details of the means for connecting the modulator 100 to the heat exchanger 400.
  • the modulator 100 is supported by the side tank 480 at the bottom end thereof by a joint 150.
  • the joint 150 is also used for obtaining a fluid communication between the modulator 100 and the tank 480, and the construction of this joint is similar to that shown in Figs. 23 and 24.
  • the modulator 100 is supported, at the top end thereof, by a supporting plate 152.
  • the modulator 100 is slightly inclined in the forward direction when arranged in an engine room 800 of a vehicle as shown in Fig.
  • a bolt 151 is provided for connecting a pair of joints in the same manner as explained with reference to Figs. 23 and 24.
  • an inner induction pipe 120 is provided in the modulator 100, and is connected to an opening 153 in a partition, which opening corresponds to the opening 423-1 in Fig. 18.
  • the partition is further provided with an opening 153 for a direct connection of the bottom portion of the modulator 100 with the tank 480, which opening 153 corresponds to the opening 424 in Fig. 18.
  • the inner diameter of the opening 153 to the induction pipe 120 is 3.5 mm, and the inner diameter of the induction pipe 120 is 5 mm. Furthermore, as will be easily seen from Fig. 28, the induction pipe 120 is connected to the modulator 100 at the inner wall thereof by stay members 490, to prevent a movement of the induction pipe 120.
  • Figure 29 shows an arrangement of the modulator in the engine room 800 of a vehicle, with regard to the other components of the engine.
  • reference numeral 230 denotes a radiator for cooling a coolant for an internal combustion engine 201.
  • the radiator 230 is arranged so as to face a fan 231 driven by a crankshaft (not shown) of the engine body 201.
  • the heat exchanger 400 for the refrigerating system according to the present invention is arranged in front of the radiator 230.
  • the modulator 100 on one side of the heat exchanger 400 is inclined with respect to the heat exchanger 400 in the forward direction of the engine chamber of the vehicle, to allow the operator to check the level of the coolant in the modulator 100 by using the sight glass 190 at the top end thereof when an engine hood 800' is open.
  • Figure 30 shows a difference in the refrigerating ability of the refrigerating system for a vehicle as shown in Fig. 29, having the modulator 100, and a prior art refrigerating system as shown in Fig. 7 having the receiver 401.
  • the abscissa shows the time lapsed
  • the ordinate shows, at the upper part thereof, the temperature of the air blown into a passenger room of the vehicle, and at the lower part thereof, the temperature of the passenger room.
  • Lines designated by K are results obtained by the prior art system having the receiver 401 in Fig. 7, and lines designated by J are results obtained by the system according to the present invention provided with the modulator 100 as shown in Fig. 29.
  • a portion L corresponds to a running condition of the vehicle at a speed of 40 km/h, wherein air from the passenger room is recirculated into the evaporator 310 and a large amount of air is introduced into the evaporator 310;
  • a portion M corresponds to a running condition of the vehicle at a speed of 60 km/h, wherein an outside air having a temperature of 35 degrees centigrade and a humidity of 60% is introduced into the evaporator 310, and a medium amount of air is introduced into the evaporator 310;
  • a portion N corresponds to a running condition such that the vehicle is stopped by heavy traffic but the engine is running, wherein air from the passenger room is recirculated into the evaporator 310, and a large amount of the air is introduced into the evaporator 310.
  • the engine idling speed was 740 r.p.m. on the line K for the prior art refrigerating system provided with the receiver 401, but the engine idling speed was 660 r.p.m. on the line J for the refrigerating system according to the present invention provided with the modulator 100.
  • the system according to the present invention provided with the modulator can reduce the engine idling speed while obtaining an increased cooling ability, resulting in an increase in the fuel consumption efficiency for the internal combustion engine 201.
  • Figure 31 shows another embodiment of the modulator 100 when connected to the side tank 481, to which a plurality of vertically spaced parallel horizontal pipes 482 are connected and a fluid communication therebetween occurs as shown in Fig. 27.
  • a connection pipe 126 is provided for the connection to the tank 481, and the pipe 126 is provided, along the entire length thereof, with a partition 160 whereby an induction passageway portion 120 above the partition 160 and a flow out passageway portion 125 below the partition 160 are created, as shown in Fig. 31'.
  • a sight glass 190 is connected to the upper end of the modulator 100, and a float member 180 is arranged in the variation margin portion 130 inside the modulator 100. The function of the variation margin portion 130 has been described with reference to Fig. 20.
  • An annular projection 100-8 is formed on the inner wall of the modulator 100, to engage the float 180 and prevent it from moving downward when the level of the liquid coolant in the modulator 100 is lower than a predetermined limit.
  • the sight glass 190 allows the level of the liquid coolant in the modulator to be visually monitored.
  • a block 191 having a tubular shape drying agent is arranged around the upper end of the pipe 126 projected into the space inside the modulator 100, and absorbs moisture in the coolant.
  • the top wall of the pipe 126 is provided with an opening 128 open to the induction passageway portion 120.
  • the opening 128 is used for a communication of the space inside the tank 181 above the pipe 126 with the induction passageway portion 120, as will be seen from Fig. 31, so that an amount of the coolant in the tank 481 from the condenser portion 402 is introduced into the modulator 100 via the induction passageway portion 120.
  • the location of the opening 128 is determined such that a gaseous coolant in the tank 481 is easily introduced into the induction passageway portion 120 due to the dynamic pressure of the flow of the coolant in the tank 481.
  • the bottom wall of the pipe 126, opposite to the opening 128, is provided with an opening 129 open to the flow out passageway portion 125.
  • the opening 129 is used for a communication of the space inside tank 181 below the pipe 126 with the flow-out passageway portion 125, as will be seen from Fig. 31, so that an amount of the coolant in the modulator 100 flows from the modulator 100 into the tank 481 via the return passageway portion 125, and then into the sub-cooling portion 405.
  • the pipe 126 passes through the joint 150, which is fitted and fixed to the side wall of the tank 481, and through a supporting member 150' resting on the joint 150 and fixed thereto by a bolt 150.
  • the pipe 126 as shown in Fig. 31 and 32 is made of an aluminum alloy drawn to obtain a desired cross-sectional shape.
  • the pipe 126 is connected to the modulator 100 and the joint 150 by soldering.
  • the partition wall 160 between the passageway portions 120 and 125 is corrugated, but this wall 160 can have other shapes, such as a plane shape.
  • the partition wall 160 can be formed integrally by a drawing process, but instead of employing the drawing process, the partition wall 160 can be formed as a separate member and fixedly arranged inside the pipe 126.
  • Figure 34 shows, another embodiment of the present invention in a construction of a parallel pipe type heat exchanger, which is provided with a joint 150 in which an induction passageway 153 and a flow-out passageway 152 are formed.
  • the joint 150 is connected by a bolt 151 to a base plate 156 fixedly connected to the side tank 481, and a partition 900 is arranged in the side tank 481, to divide the space inside the tank 481 into upper and lower portions.
  • the base plate (first joint) 156 forms, in cooperation with the second joint 150, a coolant passageway 158 therein which is bent in a substantially V shape, and is connected at one end to the upper portion of the tank 481 and at the other end to the lower portion of the tank 481.
  • the passageway 158 is connected to the passageway 153 in the joint 150, which is connected to the induction pipe 120 in the modulator 100, and as a result, a positive introduction of the gaseous coolant from the upper tank portion can be positively introduced into the upper portion of the space inside the modulator 100.
  • the joint 156 to which the second joint 150 is connected by the bolt 151, is connected to the tank 481 by soldering.
  • an O-ring 157 is arranged between the facing surfaces of the joints 156 and 150, to obtain an air tight connection therebetween.
  • the induction passageway 153 in the joint portion 150 is arranged so that it extends into the coolant passageway 158 in such a manner that the passageway 153 is substantially opposite to the direction of the flow of the coolant in the passageway 156.
  • an effective introduction to the induction passageway 153 of a gaseous coolant in the passageway 158 is obtained.
  • Figure 35 to 40 show various conditions of the coolant as filled in the modulator, when visually observed.
  • Figure 35 and 36 show a state where there is a shortage in the amount of coolant filled in the modulator 100, and there is substantially no liquid coolant therein, so that there are many gas bubbles included in the liquid coolant introduced into the modulator 100 via the induction pipe 120. This situation can be determined by observing, via the sight glass 190, white bubbles that appear inside the modulator.
  • Figure 37 and 38 show a situation wherein a suitable amount of the coolant is filled in the modulator.
  • the coolant introduced into the modulator 100 via the induction pipe 120 includes a small amount of gas, and thus the gas-coolant boundary in the induction pipe 120 is at substantially the same level as that in the modulator 100, which allows the level of the liquid at the induction pipe 120 to be observed from outside of the modulator via the sight glass 190.
  • Figure 39 and 40 show a situation wherein an excess of coolant is charged within the modulator.
  • the liquid state coolant occupies not only the charging margin portion 131 but also the variation margin portion 130, which makes it impossible to observe from the outside the level of the liquid in the modulator 100. This shows the user that an excess charging of the coolant has occurred.
  • the embodiment shown in Fig. 41 includes a sight glass 190 arranged at the side wall 100-5 at a position which allows the user to make a direct observation through the upper end of the induction pipe 120.
  • the induction pipe 120 is provided with upper end 120 which is bent so as to extend horizontally for a short length thereof. This construction also allows the user to observe the condition of coolant at the outlet end of the induction pipe 120.
  • Figure 43 show a modification of the condenser 400 provided with a plurality of parallel pipes connected to side tanks; the modulator 100 being connected to one of the side tanks.
  • the modulator 100 is integral with the side tank 481
  • the side tank 900 has an inner vertically extending partition 470 which forms, on the inner side thereof, a side tank 481 to which a plurality of vertically spaced heat exchange pipes 482 are opened, and forms on the outer side thereof a modulator 100.
  • the tank 900 also has an upper cap 901 and lower cap 902.
  • a partition 484 is arranged in the side tank 480, to obtain a flow of coolant introduced into the condenser portion 402 and to the side tank 481, and then flowing from the modulator 100 to the sub-cooling portion 405, whereby a U-shaped flow of the coolant is obtained between the inlet and outlet of the heat exchanger 400, as shown by the arrows h1, h2, h3 and h4.
  • the bottom cap 902 is provided with an outwardly projecting portion 902a which allows the bottom end of the partition 470 to be spaced from the lower cap 902 so that a communication passageway 472 is formed therebetween to thereby allow a communication of the coolant between the side tank 481 and the modulator 100.
  • Figure 45 shows a modification wherein, instead of the shaped portion 902a shown in Fig. 43, the partition 470 is formed by an upper portion without perforations and a bottom portion 473 which is perforated. Note, the upper end of the perforated portion 473 is located at the position which is substantially the same as the position at which a boundary between the condenser portion 402 and sub-cooling portion 405 is situated. In this embodiment, part of the coolant directed from the condenser portion 402 toward the sub-cooling portion 405 is introduced into the modulator 100 via the perforated part 473 of the partition 470.
  • FIG. 43 or 45 another partition is arranged not only in the tank 480 but also in the tank 481, in the same way as shown in Fig. 26, to provide an "S" shape flow of the coolant in the heat exchanger 400.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Devices That Are Associated With Refrigeration Equipment (AREA)
EP91116961A 1990-10-04 1991-10-04 Appareil frigorifique avec modulateur Expired - Lifetime EP0480330B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP267893/90 1990-10-04
JP26789390 1990-10-04
JP96962/90 1991-04-26
JP3096962A JP3013492B2 (ja) 1990-10-04 1991-04-26 冷凍装置、モジュレータ付熱交換器、及び冷凍装置用モジュレータ

Publications (3)

Publication Number Publication Date
EP0480330A2 true EP0480330A2 (fr) 1992-04-15
EP0480330A3 EP0480330A3 (en) 1992-06-03
EP0480330B1 EP0480330B1 (fr) 1996-06-12

Family

ID=26438102

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91116961A Expired - Lifetime EP0480330B1 (fr) 1990-10-04 1991-10-04 Appareil frigorifique avec modulateur

Country Status (3)

Country Link
EP (1) EP0480330B1 (fr)
JP (1) JP3013492B2 (fr)
DE (1) DE69120194T2 (fr)

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FR2707742A1 (fr) * 1993-07-15 1995-01-20 Behr Gmbh & Co Condenseur d'une installation de climatisation d'un véhicule.
FR2709344A1 (fr) * 1993-08-27 1995-03-03 Valeo Thermique Moteur Sa Condenseur pour installation de climatisation de véhicule automobile.
EP0669506A1 (fr) * 1994-02-01 1995-08-30 Behr GmbH & Co. Condenseur pour une installation de climatisation d'un véhicule
FR2735851A1 (fr) * 1995-06-23 1996-12-27 Valeo Thermique Moteur Sa Condenseur a reservoir integre pour installation de climatisation de vehicule automobile
EP0769666A1 (fr) * 1995-10-18 1997-04-23 Calsonic Corporation Condenseur avec un réservoir à liquide
FR2747768A1 (fr) * 1996-04-18 1997-10-24 Valeo Thermique Moteur Sa Condenseur pour circuit de refrigeration, en particulier pour la climatisation d'un vehicule automobile
EP0822378A1 (fr) * 1996-07-29 1998-02-04 Showa Aluminum Corporation Condenseur avec un réservoir à liquide
FR2754887A1 (fr) * 1996-10-23 1998-04-24 Valeo Thermique Moteur Sa Condenseur a reservoir amovible pour circuit de refrigeration, en particulier de vehicule automobile
FR2754886A1 (fr) * 1996-10-23 1998-04-24 Valeo Thermique Moteur Sa Condenseur a tube serpentin pour circuit de refrigeration, notamment de vehicule automobile
FR2770629A1 (fr) 1997-11-05 1999-05-07 Valeo Thermique Moteur Sa Condenseur de climatisation muni d'un reservoir de fluide interchangeable
FR2777639A1 (fr) * 1998-04-20 1999-10-22 Valeo Thermique Moteur Sa Condenseur de climatisation comprenant un reservoir monte sur une embase
EP0962345A1 (fr) 1998-06-05 1999-12-08 MAGNETI MARELLI CLIMATIZZAZIONE S.p.A. Condenseur pour système de conditionnement d'air pour un véhicule, avec accumulateur/réservoir d'expansion intégrée
EP0974793A3 (fr) * 1998-07-23 2000-04-05 Sanden Corporation Condenseur équipé avec un bouteille accumulatrice
FR2799821A1 (fr) 1999-09-28 2001-04-20 Valeo Thermique Moteur Sa Condenseur comprenant un reservoir fixe de maniere amovible et etanche sur une embase
FR2801664A1 (fr) 1999-11-30 2001-06-01 Valeo Thermique Moteur Sa Condenseur comprenant un reservoir integre fixe de maniere amovible sur une embase
WO2001040719A1 (fr) * 1999-12-03 2001-06-07 Empresa Brasileira De Compressores S/A. - Embraco Amelioration dans un circuit de refrigeration
FR2808869A1 (fr) * 2000-05-09 2001-11-16 Sanden Corp Condenseur de type a sous-refroidissement
EP1202007A1 (fr) 2000-10-25 2002-05-02 Skg Italiana Spa Condenseur et dessiccateur
FR2820368A1 (fr) 2001-02-06 2002-08-09 Valeo Thermique Moteur Sa Condenseur comprenant un reservoir integre fixe sur une embase
EP1321729A3 (fr) * 2001-12-19 2003-08-06 Halla Climate Control Corporation Cycle frigorifique et procédé de détermination de la capacité de son réservoir accumulateur
US6622517B1 (en) 2002-06-25 2003-09-23 Visteon Global Technologies, Inc. Condenser assembly having readily varied volumetrics
DE10240305A1 (de) * 2002-08-31 2004-03-11 Behr Gmbh & Co. Kältemittelkondensator, insbesondere für Kraftfahrzeug-Klimaanlagen
DE4410986B4 (de) * 1993-07-15 2005-06-02 Behr Gmbh & Co. Kg Kondensator für eine Klimaanlage eines Fahrzeuges
EP1703233A2 (fr) * 2005-02-03 2006-09-20 Behr GmbH & Co. KG Condenseur pour système de climatisation, notamment pour automobile
DE102005025451A1 (de) * 2005-06-02 2006-12-07 Denso Automotive Deutschland Gmbh Kondensator für eine Klimaanlage
DE4245084B4 (de) * 1992-11-18 2008-06-12 Behr Gmbh & Co. Kg Kondensator für eine Klimaanlage eines Fahrzeuges
CN105186061A (zh) * 2015-08-25 2015-12-23 吉林大学 一种动力电池热管理系统及控制方法
EP2640585B1 (fr) 2010-11-15 2016-01-27 Audi AG Véhicule doté d'un système de climatisation
EP2241849B1 (fr) * 2009-04-07 2018-04-25 Sanhua (Hangzhou) Micro Channel Heat Exchanger Co., Ltd. Échangeur thermique micro-canal en bloc de tubes et ailettes comprenant un arrangement de tuyau reflux particulier
CN108885034A (zh) * 2016-04-08 2018-11-23 株式会社电装 热交换器
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CN115419966A (zh) * 2022-09-14 2022-12-02 珠海格力电器股份有限公司 提高制冷制热设备过负荷能力的方法、装置以及电子设备
WO2023115956A1 (fr) * 2021-12-22 2023-06-29 珠海格力电器股份有限公司 Échangeur de chaleur à microcanaux à tube en serpentin et climatiseur

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ES2728954T3 (es) * 2005-10-25 2019-10-29 Mitsubishi Electric Corp Aparato acondicionador de aire, método de llenado de refrigerante en aparato de acondicionador de aire, método para evaluar el estado de llenado de refrigerante en aparato de acondicionador de aire y método de llenado de refrigerante/limpieza de tuberías para aparato acondicionador de aire
JP2009092337A (ja) * 2007-10-11 2009-04-30 Panasonic Corp 空気調和機
JP2015114010A (ja) * 2013-12-10 2015-06-22 シャープ株式会社 空気調和機
JP6626693B2 (ja) * 2015-11-17 2019-12-25 株式会社ケーヒン・サーマル・テクノロジー コンデンサ
JP7263727B2 (ja) * 2018-10-05 2023-04-25 株式会社デンソー 冷凍サイクル装置

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DE4245046C8 (de) * 1992-11-18 2008-08-21 Behr Gmbh & Co. Kg Kondensator für eine Klimaanlage eines Fahrzeuges
WO1994011686A1 (fr) * 1992-11-18 1994-05-26 Behr Gmbh & Co. Condenseur pour l'installation de climatisation d'un vehicule
DE4238853C2 (de) * 1992-11-18 2001-05-03 Behr Gmbh & Co Kondensator für eine Klimaanlage eines Fahrzeuges
DE4245046B4 (de) * 1992-11-18 2006-03-16 Behr Gmbh & Co. Kg Kondensator für eine Klimaanlage eines Fahrzeuges
DE4245046C5 (de) * 1992-11-18 2008-05-15 Behr Gmbh & Co. Kg Kondensator für eine Klimaanlage eines Fahrzeuges
DE4245084B4 (de) * 1992-11-18 2008-06-12 Behr Gmbh & Co. Kg Kondensator für eine Klimaanlage eines Fahrzeuges
DE4238853A1 (de) * 1992-11-18 1994-05-19 Behr Gmbh & Co Kondensator für eine Klimaanlage eines Fahrzeuges
FR2707742A1 (fr) * 1993-07-15 1995-01-20 Behr Gmbh & Co Condenseur d'une installation de climatisation d'un véhicule.
DE4410986B4 (de) * 1993-07-15 2005-06-02 Behr Gmbh & Co. Kg Kondensator für eine Klimaanlage eines Fahrzeuges
US5560214A (en) * 1993-07-15 1996-10-01 Behr Gmbh & Co. Condenser for an air-conditioning system of a vehicle
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CN105186061A (zh) * 2015-08-25 2015-12-23 吉林大学 一种动力电池热管理系统及控制方法
CN108885034A (zh) * 2016-04-08 2018-11-23 株式会社电装 热交换器
CN108885034B (zh) * 2016-04-08 2020-07-21 株式会社电装 热交换器
CN113257446A (zh) * 2021-04-07 2021-08-13 华能山东石岛湾核电有限公司 一种高温气冷堆用氚碳取样器
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CN115419966A (zh) * 2022-09-14 2022-12-02 珠海格力电器股份有限公司 提高制冷制热设备过负荷能力的方法、装置以及电子设备

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EP0480330B1 (fr) 1996-06-12
JP3013492B2 (ja) 2000-02-28
JPH04227436A (ja) 1992-08-17
DE69120194T2 (de) 1996-11-14
EP0480330A3 (en) 1992-06-03
DE69120194D1 (de) 1996-07-18

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