JP2009008299A - Tank structure of heat exchanger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tank structure of a heat exchanger capable of stably and temporarily assembling a tube plate and a tank, properly brazing and fixing them, and improving rigidity near the bottom of the tank. <P>SOLUTION: Roughly L-shaped skirts 27 (35) are formed at opening peripheral edges of the tanks 20, 21 (30, 31), the tube plates 23, 24 (33, 34) are roughly formed into vessel shapes opened to a tube 22a (33a) side, the tube plates 23, 24 (33, 34) are temporarily assembled in a state that they are press-fitted and positioned inside the skirts 27 (35) of the tanks 20, 21 (30, 31), then fixed by brazing, and joined. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a tank structure of a heat exchanger.

Conventionally, an aluminum tube plate into which a plurality of tube plates are inserted and fixed, and an approximately tank-shaped aluminum tank with an open tube side are temporarily assembled, and both of them are brazed and fixed. The technology of the tank structure of the heat exchanger made to join is publicly known (refer patent documents 1 and 2).
JP 2002-364994 A JP-A-11-118386

  However, in the conventional invention, when the tube plate and the tank are brazed and fixed, a jig for temporarily fixing both of them is indispensable, and there is a problem that it takes much time to attach and detach.

  Therefore, it is conceivable to form claws on the tube plate and crimp it on the tank. In this case, it is necessary to form many claws on the tube plate and crimp it on the tank in order to achieve stable temporary assembly. This increases material and equipment manufacturing costs.

  Furthermore, since the thermal shock generated when the heat exchanger is used is concentrated near the bottom of the tank, there is a demand for improving the rigidity of this portion.

  The present invention has been made to solve the above-mentioned problems, and the purpose of the present invention is to realize a stable temporary assembly between the tube plate and the tank and good brazing and fixing, and at the same time, near the bottom of the tank. It is providing the tank structure of the heat exchanger which can improve the rigidity of.

  In the invention according to claim 1 of the present invention, after temporarily assembling an aluminum tube plate into which a plurality of tubes are inserted and fixed, and a substantially vessel-shaped aluminum tank having an open tube side, In the tank structure of the heat exchanger in which both of them are fixed by brazing, a flange portion having a substantially L-shaped cross section is formed at the opening peripheral end of the tank, and the tube plate is opened to the tube side. It is formed in a substantially vessel shape, and is temporarily assembled in a state where the above-mentioned chew plate is press-fitted into the inside of the flange portion of the tank and positioned, and then both of them are brazed and fixed and joined.

  In the first aspect of the present invention, an aluminum tube plate into which a plurality of tubes are inserted and fixed, and a substantially vessel-shaped aluminum tank having an open tube side are temporarily assembled. After that, in the tank structure of the heat exchanger in which both of them are fixed by brazing, a flange portion having a substantially L-shaped cross section is formed at the opening peripheral end of the tank, and the tube plate is connected to the tube side. After the tube plate was press-fitted into the inside of the flange of the tank and temporarily assembled in a state where it was positioned, both of them were brazed and fixed to join the tube plate and the tank. A stable temporary assembly and good brazing and fixing can be realized, and at the same time, the rigidity near the bottom of the tank can be improved.

  Embodiments of the present invention will be described below with reference to the drawings.

Example 1 will be described below.
FIG. 1 is a configuration diagram of a refrigeration system employing a heat exchanger tank structure according to a first embodiment of the present invention. FIG. 2 is a perspective view of the first heat exchanger A1 and the second heat exchanger A2 according to the first embodiment. is there.

  FIG. 3 is a perspective view of a main radiator which is the first heat exchanger A1 of the first embodiment, FIG. 4 is a diagram illustrating the assembly of the tank and tube plate of the main radiator of the first embodiment, and FIG. 5 is the present embodiment. FIG. 6 is a diagram for explaining the assembly of the tank and tube plate of the sub-radiator of the first embodiment, and FIG. 7 is a diagram of the first embodiment. It is a disassembled perspective view of a tank of a sub radiator and a water cooling type capacitor.

  FIG. 8 is a diagram for explaining the arrangement of the main radiator tank and the sub-radiator tank, and FIG. 9 is a diagram for explaining the flow of the flow medium in the tank structure of the heat exchanger according to the first embodiment.

First, the overall configuration will be described.
As shown in FIG. 1, in a vehicle employing the heat exchanger tank structure of the first embodiment, an engine 1, a main radiator 2 (corresponding to a radiator in claims), and a sub radiator 3 (a radiator in claims) ), A water-cooled condenser 4, an air-cooled condenser 5, an expansion valve 6, a compressor 7, and an evaporator 8.

  The main radiator 2 is cooled by introducing and cooling a high-temperature flow medium (shown by a one-dot chain line arrow) sent from the engine 1 through the connection pipe 9a, and then again through the connection pipes 9b and 9c and the pump P. To recirculate.

  The sub-radiator 3 introduces a part of the distribution medium of the main radiator 2 (illustrated by a two-dot chain arrow) and further cools it, and then connects the main radiator 2 through the connecting pipes 9d and 9e and the temperature control valve 10. It is designed to merge with distribution media.

  The water-cooled condenser 4 introduces the high-temperature circulation medium sent through the compressor 7 and the connection pipe 9f, cools it with the circulation medium of the sub-radiator 3, and then sends it out to the air-cooled condenser 5 through the connection pipe 9g. It is like that.

  The air-cooled condenser 5 is introduced through the distribution medium sent from the water-cooled condenser 4 and further cooled, and then circulates in the order of the expansion valve 6 and the evaporator 8 through the connecting pipes 9h and 9i, and then through the connecting pipe 9j. Then, the air is recirculated to the compressor 7 again.

  That is, in the refrigeration system according to the first embodiment, a part of the circulation medium cooled by the main radiator 2 for cooling the engine is introduced into the sub-radiator 3 to cool the circulation medium of the water-cooled condenser 4 and then again the main radiator. It is designed to merge with two distribution media.

  Accordingly, the main radiator 2 can be assisted by the sub-radiator 3, and the air-cooled condenser 5 can be assisted by the water-cooled condenser 4.

Further, a temperature adjustment control valve 10 is provided between the connecting pipes 9d and 9e on the outlet side of the distribution medium of the sub radiator 3, so that the temperature of the distribution medium of the sub radiator 3 can be adjusted. It is like that.
The temperature adjustment control valve 10 employs a thermostat or an electromagnetic valve that controls the opening and closing of the sub-radiator 3 by sensing the temperature of the distribution medium of the sub-radiator 3 with a temperature sensor, and can control the distribution amount of the distribution medium in minute units. Is preferred.

  As shown in FIG. 2, in the first embodiment, the main radiator 2 is the first heat exchanger A1, and the sub-radiator 3, the water-cooled condenser 4, and the air-cooled condenser 5 that are integrally formed are replaced with the second heat. Both of these are arranged close together as the exchanger A2.

Hereinafter, the first heat exchanger A1 and the second heat exchanger A2 will be described in detail.
The constituent members of the first heat exchanger A1 and the second heat exchanger A2 of Example 1 described below are all made of aluminum, and at least one of the joint portions of the constituent members is made of brazing material. A clad layer (brazing sheet) to be formed is provided, and these are heat-treated in a heating furnace in a preliminarily assembled state, whereby the joint portions of the respective constituent members are brazed and formed integrally.

As shown in FIG. 3, the main radiator 2 is composed of a pair of tanks 20 and 21 that are spaced apart in the vehicle width direction, and a core portion 22 that is disposed between the tanks 20 and 21. Yes.
The core portion 22 includes a plurality of flat tubular tubes 22a that are inserted into and fixed to tube plates 23 and 24, which will be described later, and corrugated fins 22b disposed between adjacent tubes 22a. It is composed of
The upper and lower ends of the core portion 22 are connected and reinforced by a pair of reinforcements 25a and 25b that are inserted and fixed in tube plates 23 and 24, which will be described later, at both ends.

As shown in FIG. 4A, the tank 20 (21) is formed in a substantially container shape opened to the tube 22a side, and a bead groove 26a recessed inward is formed on the outer periphery in the vicinity of the bottom. A flange portion 27 having a substantially L-shaped cross section is formed by a part of the bead 26a and the opening peripheral end portion of the tank 20 (21).
On the other hand, the tube plate 23 (24) is formed in a substantially container shape opened to the tube 22a side (core portion 22 side).

  Then, as shown in FIG. 4 (b), the tube plate 23 (24) is press-fitted into the inner side of the flange portion 27 of the tank 20 (21) and temporarily assembled, and then both of them are brazed and fixed. The tank 20 (21) and the chew plate 23 (24) are joined.

  At this time, when the tube plate 23 (24) is press-fitted into the corresponding tank 20 (21), the opening peripheral end portion 28a of the tube plate 23 (24) and the seat portion 28b of the tube 22a are respectively It can be positioned and brazed and fixed in surface contact with the inside of the collar portion 27.

  Therefore, the tube plate 23 (24) and the tank 20 (21) can be positioned and temporarily assembled without using a jig.

  Further, the contact surface between the tube plate 23 (24) and the tank 20 (21) can be increased to fix both of them well, and at the same time, the rigidity around the bottom of the tank 20 (21) can be greatly improved. In addition, the bead groove 26a described above further improves the rigidity around the bottom of the tank 20 (21).

  In addition, an input port P1 connected to the connection pipe 9a is provided on the lower rear surface of the tank 20, while an output port P2 connected to the connection pipe 9b is provided on the upper rear surface of the tank 21. .

  Further, an output port P3 connected to an input port P5 of the sub-radiator 3 described later via a connection pipe (not shown) is provided on the upper side surface of the tank 21.

As shown in FIG. 5, the sub-radiator 3 includes a pair of tanks 30 and 31 that are spaced apart in the vehicle width direction, and a core portion 32 that is disposed between the tanks 30 and 31. Yes.
The core portion 32 of the sub-radiator 3 is a corrugated plate disposed between a plurality of flat tubular tubes 32a inserted into and fixed to later-described tube plates 33 and 34 corresponding to both ends, and adjacent tubes 32a. Fins 32b.

As shown in FIG. 6A, the tank 30 (31) is formed in a substantially container shape opened to the tube 32a side, and a flange portion 35 having a substantially L-shaped cross section is formed at the peripheral end of the opening. ing.
On the other hand, the tube plate 33 (34) is formed in a substantially container shape opened to the tube 32a side (core portion 32 side).

  Then, as shown in FIG. 6 (b), after the tube plate 33 (24) is press-fitted into the inner side of the flange portion 35 of the tank 30 (31) and temporarily assembled, both of them are fixed by brazing. The tank 30 (31) and the chew plate 33 (24) are joined.

  At this time, when the tube plate 33 (34) is press-fitted into the corresponding tank 30 (31), the opening peripheral end portion 36 of the tube plate 33 (34) and the seat portion 37 of the tube 32a are respectively It can be positioned and brazed and fixed in surface contact with the inside of the flange 35.

  Therefore, the tube plate 33 (34) and the tank 30 (31) can be positioned and temporarily assembled without using a jig.

  Further, the contact surface between the tube plate 33 (34) and the tank 30 (31) can be increased to improve the brazing between them, and at the same time, the rigidity around the bottom of the tank 30 (21) can be greatly improved.

  Further, a water-cooled condenser 4 to be described later is accommodated in a vehicle front position in the tank 30.

As shown in FIG. 7, a through hole 39a is formed on the side surface of the tank 30, and an output port P4 whose one end is connected to the connecting pipe 9d described above is provided here.
A through hole 39b is formed in the front surface of the tank 30, and an input port P6 is provided on one end side of which is connected to the connection port 44a of the water-cooled condenser 4, and the other end side is connected to the connection pipe 9f described above. It has been.
A through hole 39c is formed at a position below the through hole 39b. One end of the through hole 39c is connected to the connection port 44b of the water-cooled condenser 4, and the other end is connected to an input port P8 of the air-cooled condenser 5 described later. An output port P7 to be connected is provided.

In addition, an input port P5 is provided on the side of the tank 31.
Further, the upper end of the core portion 32 of the sub-radiator 3 is connected and reinforced by a reinforcement 38 having both end portions inserted and fixed in the corresponding tanks 30 and 31 respectively.

  As shown in FIG. 7, the water-cooled condenser 4 includes a pair of tanks 40 and 41 and a plurality of tubes 42 whose both ends are inserted and fixed to the corresponding tanks 40 and 41.

The tanks 40 and 41 are provided with connection ports 44a and 44b that are connected to the corresponding input / output ports P7 and P8 through the spacer members 43a and 43b and the through holes 39b and 39c of the tank 30, respectively.
Further, as shown in FIG. 6, in the first embodiment, the core portion 32 is arranged offset to the vehicle rear position of the tank 30, so that the water-cooled condenser 4 does not become a resistor for the flow medium flowing through the tube 32a. So that it is considered.

  The detailed structure of the water-cooled condenser 4 can be arbitrarily set. For example, a structure similar to that of a laminated oil cooler or an evaporator may be adopted, and a structure fixed to the tank 30 can be appropriately set.

  In addition, the water-cooled condenser 4 of the first embodiment is brazed and fixed in advance as a single unit before the tank 30 and the tube plate 33 are brazed and fixed, but this is not a limitation.

As shown in FIG. 5, the air-cooled condenser 5 includes a pair of tanks 50 and 51 that are spaced apart from each other in the vehicle width direction, and a core portion 52 that is disposed between the tanks 50 and 51. ing.
The core portion 52 is disposed on the same plane integrally with the core portion 32 of the sub-radiator 3, and a plurality of flat tubular tubes 52a having both end portions inserted and fixed to the corresponding tanks 50 and 51, respectively. It is comprised from the corrugated plate-like fin 52b arrange | positioned between adjacent tubes 52a.
Further, the lower end of the core portion 52 of the air-cooled condenser 5 is connected and reinforced by a reinforcement 53 having both end portions inserted and fixed in the corresponding tanks 50 and 51, respectively.

  The tank 50 of the air-cooled condenser 5 is divided into two chambers R1 and R4 by a partition 54a, and is provided with an input port P8 that communicates with the chamber R1 and communicates with the chamber R4. An output port P9 connected to the connecting pipe 9h is provided.

  On the other hand, the tank 51 of the air-cooled condenser 5 is divided into two chambers R2 and R3 by a partition 54b, and a receiver 55 communicating with both chambers R2 and R3 via connecting pipes 55a and 55b is provided. It has been.

  In addition, a so-called dead tube that prevents a flow medium from flowing inside is provided in a tube that is a boundary between the core portion 32 of the sub-radiator 3 and the core portion 52 of the air-cooled condenser 5.

As shown in FIG. 2, the first heat exchanger A1 and the second heat exchanger A2 are arranged close to each other in the vehicle front-rear direction. At this time, as shown in FIG. The flange portion 27 of the tank 20 (21) is disposed offset in the vehicle width direction with respect to the flange portion 35 of the tank 30 (31) of the sub-radiator 3, whereby the tanks 20, 30 (21, 31) are connected to each other. It arrange | positions in the state contact | abutted.
A predetermined gap may be provided between the tanks 20 and 30 (21 and 31).

Next, the operation will be described.
In the 1st heat exchanger A1 and 2nd heat exchanger A2 which were comprised in this way, as shown to FIG.1, 9, the high temperature which flowed in into the tank 20 from the input port P1 of the main radiator 2 via the connection pipe 9a. A simple distribution medium (illustrated by a one-dot chain line arrow) exchanges heat with the vehicle running wind passing through the core section 22 or the forced wind of a fan outside the figure while flowing through the tubes 22a of the core section 22 and flowing into the tank 21. Then, after being cooled, it is sent from the output port P2 to the connecting pipe 9b.

  Further, a part of the circulation medium in the tank 21 cooled by the main radiator 2 (shown by a two-dot chain line arrow) is sent from the output port P3 to the input port P5 of the tank 31 of the sub-radiator 3.

  Next, the distribution medium that has flowed into the tank 31 from the input port P5 flows through the tubes 32a of the core portion 32 and flows into the tank 30 while passing through the core portion 32 or forced by a fan (not shown). It is further cooled by exchanging heat with the wind.

  After that, the flow medium in the tank 30 of the sub-radiator 3 exchanges heat with the flow medium of the water-cooled condenser 4 to cool the flow medium of the water-cooled condenser 4, and then the connection pipes 9d and 9e and the temperature adjustment from the output port P4. It joins with the flow medium of the connecting pipe 9b of the main radiator 2 through the control valve 10 for use.

  On the other hand, the high-temperature flow medium (shown by broken line arrows) that has flowed into the tank 40 of the water-cooled condenser 4 through the connection pipe 9f and the input port P6 flows through the tubes 42 and flows into the tank 41 while being sub-radiator. After being cooled by exchanging heat with the flow medium in the tank 30 of the third tank, it is sent from the output port P7 to the input port P8 of the air-cooled condenser 5.

  Next, the flow medium flowing into the chamber R1 of the tank 50 from the input port P8 of the air-cooled condenser 5 flows through the tubes 52a of the core portion 52 corresponding to the chambers R1 and R2 and flows into the chamber R2 of the tank 51. Cooling is performed by exchanging heat with vehicle traveling wind passing through the core portion 52 or forced wind by a fan (not shown).

  Next, after the flow medium in the chamber R2 is gas-liquid separated in the receiver 55 via the connection pipe 55a, only the liquid flow medium flows into the chamber R3 of the tank 51 via the connection pipe 55b.

  Next, the distribution medium in the chamber R3 passes through the tubes 52a of the core portion 52 corresponding to the chambers R3 and R4 and flows into the chamber R4 of the tank 50, while the vehicle traveling wind or It is supercooled by exchanging heat with forced air from a fan outside the figure.

  Finally, the flow medium in the chamber R4 of the tank 50 is sent from the output port P9 to the connecting pipe 9h.

  That is, in the first embodiment, a part of the distribution medium cooled by the main radiator 2 is introduced into the sub-radiator 3 for further cooling, and the distribution medium of the water-cooled condenser 4 is cooled by the further cooled distribution medium. Thereafter, the distribution medium cooled by the main radiator 2 is joined again.

  On the other hand, the flow medium cooled by the water-cooled condenser 4 is introduced into the air-cooled condenser 5 and further cooled.

As a result, the sub-radiator 3 assists the main radiator 2, so that the main radiator 2 can be greatly downsized compared to the conventional radiator.
As a result of the experiment, it was confirmed that the cooling performance equivalent to that of the conventional product can be exhibited even if the thickness of the main radiator 2 is about ½.

  In addition, since the water-cooled condenser 4 assists the air-cooled condenser 5, the cooling performance can be improved while greatly reducing the area of the core portion 32 of the air-cooled condenser 5.

  Further, since the temperature of the distribution medium of the sub radiator 3 is adjusted by the temperature adjustment control valve 10, for example, when the temperature on the outlet side of the distribution medium of the sub radiator 3 is higher than a predetermined temperature, the temperature adjustment The control valve 10 reduces the flow rate of the flow medium of the sub-radiator 3, whereby the flow medium of the sub-radiator 3 that has become higher than the predetermined temperature merges with the flow medium of the main radiator 2, thereby reducing the cooling performance of the engine 1. Can be prevented.

When the load on the main radiator 2 and the capacitors 4 and 5 is high, the temperature adjusting control valve 10 is adjusted to actively cool the main radiator 2 and the water-cooled condenser 4, etc. The flow rate can be adjusted. If the flow rate of the sub radiator 3 is reduced and reduced, the flow medium flowing through the sub radiator 3 is further cooled.
Further, the flow rate adjustment by the temperature adjustment control valve 10 can be appropriately set in addition to the above.

  Here, the main radiator 2 and the sub radiator 3 will be described in detail. When the tubes 22a and 32a are thermally expanded and contracted in the longitudinal direction, the stress acts on the corresponding tube plates 23, 24, 33 and 34, respectively. As a result, stress concentrates on the joint between the tube plates 23, 24, 33, and 34 and the tanks 20, 21, 30, and 31 (bottom portions of the tanks 20, 21, 30, and 31).

  However, as described above, in the first embodiment, since the bottoms of the tanks 20, 21, 30, and 31 are reinforced by joining the tube plates 23, 24, 33, and 34, the tanks 20, 21, 30, and 31 deformations can be prevented.

  Further, since the main radiator 2 has a larger thermal load than the sub-radiator 3, the stress described above is also large. In the first embodiment, the tanks 20 and 21 of the main radiator 2 are formed with bead grooves 26a to be stiffened. Therefore, the rigidity of this part can be further improved, which is preferable.

  Further, if the main radiator 2 and the sub radiator 3 are arranged apart from each other halfway, the hot air is stagnated between the core portions 22 and 33 and the cooling performance is deteriorated. However, in the first embodiment, the main radiator 2 The flange portion 27 of the tank 20 (21) is disposed offset in the vehicle width direction with respect to the flange portion 35 of the tank 30 (31) of the sub-radiator 3, so that the tanks 20, 30 (21, 31) are Therefore, the dimension between the core parts 22 and 33 can be reduced by the projecting dimension of the flange part 35 as compared with the case where no offset is made.

  Therefore, the stagnation of hot air between the core portions 22 and 33 can be prevented, and the cooling performance of the first heat exchanger A1 and the second heat exchanger A2 can be improved, and the vehicle can be made compact in the longitudinal direction.

  Furthermore, in the first embodiment, since the core portion 32 of the sub-radiator 3 is offset toward the vehicle rear side of the tank 30, it is possible to prevent the water-cooled condenser 4 from becoming a resistor for the flow medium flowing through the tube 32a. At the same time, the core portion 32 can be brought close to the core portion 22 of the main radiator 2, which is preferable.

Next, the effect will be described.
As described above, in the tank structure of the heat exchanger of the first embodiment, the aluminum tube plates 23, 24 (33, 34) to which the plurality of tubes 22a (33a) are inserted and fixed are provided. After the temporary assembly in a state where the substantially tank-shaped aluminum tanks 20, 21 (30, 31) having an opening on the tube 22a (33a) side are overlapped, these are brazed and fixed to join the heat. In the tank structure of the exchanger, a flange portion 27 (35) having a substantially L-shaped cross section is formed at the opening peripheral end portion of the tank 20, 21 (30, 31), and the tube plates 23, 24 (33, 34) are connected to the tube. The tube plate 23, 24 (33, 34) is press-fitted and positioned inside the flange portion 27 (35) of the tank 20, 21 (30, 31). After the temporary assembly in the state, both of them were fixed by brazing and joined, so that the tube plates 23 and 24 (33 and 34) Stable temporary assembly with the tanks 20 and 21 (30 and 31) and good brazing and fixing can be realized, and at the same time, the rigidity near the bottom of the tanks 20 and 21 can be improved.

Although the present embodiment has been described above, the present invention is not limited to the above-described embodiment, and design changes and the like within a scope not departing from the gist of the present invention are included in the present invention.
For example, in the first embodiment, the case where the heat exchanger is applied to a radiator and a sub-radiator has been described. However, the present invention can be applied to all heat exchangers in which a tube plate and a tank are joined by brazing.

  Moreover, the method of the proximity | contact arrangement | positioning of 1st heat exchanger A1 and 2nd heat exchanger A2 can be set suitably, for example, these both may be fixed with a bracket outside a figure, and these both may be 1st heat exchanger. You may make it fix to the fan shroud outside a figure arrange | positioned at the vehicle rear side of A1, respectively.

Further, as shown in FIG. 10, the depressions of the bead grooves 26a of the tanks 20 and 21 may be enlarged to further increase the joint surface with the part 28b of the tube seat portion. The same applies to the tanks 30 and 31.
However, if the joint surface with the tanks 30 and 31 is increased by extending the opening side end portion of the flange portion 27 toward the core portion 22 side, the air volume hitting the tube 22a is reduced and the effective area of the core portion 22 is reduced. Therefore, it is not preferable.

Further, the pair of bead grooves 26 a of the collar portion 27 provided in the tank 30 may be formed only in the longitudinal direction of the tank 30, and the bead grooves 26 a may not be formed in the width direction of the tank 30.
By adopting such a structure, it is possible to improve the rigidity in the vicinity of the bottom of the tank 30 and to prevent thermal deformation of the tank 30 due to thermal effects when the joint portions of the respective constituent members are brazed and formed integrally. However, the formation of the bead groove 26a can be simplified.

It is a refrigeration system block diagram with which the tank structure of the heat exchanger of Example 1 of the present invention was adopted. It is a perspective view of the heat exchanger by which the tank structure of the heat exchanger of the present Example 1 was employ | adopted. 1 is a perspective view of a main radiator according to a first embodiment. It is a figure explaining the assembly | attachment of the tank and tube plate of the main radiator of the present Example 1. FIG. It is a perspective view of a sub radiator which is the 2nd heat exchanger A2 of this example 1, and an air cooling type condenser. It is a figure explaining the assembly | attachment of the tank and tube plate of the sub radiator of the present Example 1. FIG. It is a disassembled perspective view of the tank of a sub radiator of this Example 1, and a water cooling type capacitor. It is a figure explaining arrangement | positioning with the tank of a main radiator and the tank of a sub radiator. It is a figure explaining the flow of the distribution medium of the tank structure of the heat exchanger of the present Example 1. It is a figure explaining the assembly | attachment of the tank and tube plate of the main radiator of another Example.

Explanation of symbols

P Pumps P1, P5, P6, P8 Input ports P2, P3, P4, P7, P9 Output ports R1, R2, R3, R4 Chamber 1 Engine 2 Main radiator 20, 21 Tank 22 Core portion 22a Tube 22b Fins 23, 24 Tube Plates 25a and 25b Reinforce 26a Bead groove 26b Opening peripheral end 27 (of tank) Opening 28a (Opening of tube tube) Part of tube seat 3 Sub-radiator 30, 31 Tank 32 Core 32a Tube 32a Fin 33, 34 Tube plate 35 Gutter 36 Opening peripheral edge 37 Part of tube seat 38 Reinforce 39a, 39b, 39c Through hole 4 Water-cooled condenser 40, 41 Tank 42 Tube 43a, 43b Spacer member 44a 44b Connection port 5 Air-cooled condenser 50, 51 Tank 52 Core 52a Tube 52b Fin 53 Reinforce 54a, 54b Partition 55a, 55b Connection pipe 55 Receiver 6 Expansion valve 7 Compressor 8 Evaporators 9a, 9b, 9c, 9d, 9e, 9f, 9g, 9h, 9i, 9j, 9k, 9m Connecting pipe 10 Temperature control valve

Claims (1)

After temporarily assembling an aluminum tube plate into which a plurality of tubes are inserted and fixed, and an approximately container-shaped aluminum tank with an open tube side, they are brazed and fixed together. In the heat exchanger tank structure
Forming a flange portion of a substantially L-shaped cross section at the opening peripheral end of the tank;
The tube plate is formed in a substantially vessel shape opened to the tube side,
A tank structure of a heat exchanger, wherein the tube plate is temporarily assembled in a state where it is press-fitted inside a flange portion of the tank and positioned, and then both are brazed, fixed, and joined.

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