JP2014013131A - Heat exchanging device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a failure, as much as possible, caused by exposure of a device in an engine room to a refrigerant jetting out from a first heat exchanger.SOLUTION: A heat exchanging device for a vehicle includes: a sub-radiator in which a first refrigerant flows; a water-cooled condenser that is housed in a tank 64 of the sub-radiator, in which a high-pressure second refrigerant flows, and that provides heat exchange between the second refrigerant and the first refrigerant; and a pressure regulating valve 65 that is provided at an upper part of the tank 64 and opens the inside to the atmosphere when an internal pressure exceeds a specified pressure. The pressure regulating valve 65 opens a first channel 66d by displacement of a valve body 67 when the internal pressure exceeds a first specified pressure, and opens the first channel 66d and a second channel 66e by the displacement of the valve body 67 when the internal pressure exceeds a second specified pressure having a higher pressure than the first specified pressure.

Description

  The present invention relates to a vehicle heat exchange device including a plurality of heat exchangers.

  As this type of conventional vehicle heat exchange device, there is one disclosed in Patent Document 1. This vehicle heat exchange device 100 is provided in an engine room of a vehicle (not shown), and houses a water-cooled condenser 103 of a refrigeration cycle in a tank portion 102 of a sub-radiator 101 as shown in FIGS. . The sub-radiator 101 includes a plurality of tubes 104, a plurality of outer fins 105 disposed between the adjacent tubes 104, a pair of inlet side tank portions 106 disposed at both ends in the longitudinal direction of the plurality of tubes 104, and And an outlet side tank unit 102. The inlet side tank unit 106 is provided with an inflow port 107 through which cooling water for control equipment (not shown) flows, and the outlet side tank unit 102 is provided with an outflow port 108 through which cooling water flows out. The water-cooled condenser 103 has a plurality of tubes 111 that are stacked at intervals through which cooling water flows. At both end positions of each tube 111, an inlet 109 and an outlet 110 through which refrigerant for air conditioning of the passenger compartment flows in and out are provided.

  In the above configuration, the cooling water for the control device that has flowed in from the inflow port 107 flows from the inside of one tank portion 106 to the other tank portion 102 through the plurality of tubes 104 and is discharged from the outflow port 108. In this way, the refrigerant flowing in the sub-radiator 101 actively exchanges heat with the external air passing outside the tubes 104 in the process of passing through the tubes 104, whereby the temperature of the cooling water for the control device is lowered. . The passenger compartment air-conditioning refrigerant that has flowed in from the inlet 109 passes through the tubes 111 of the water-cooled condenser 103 and is discharged from the outlet 110. In the process of passing through the tube 111 of the water-cooled condenser 103, heat is exchanged with the cooling water passing through the tank portion 102, thereby lowering the temperature of the refrigerant for vehicle compartment air conditioning.

JP 2010-127508 A

  By the way, in the vehicle heat exchanging device 100 in which the water-cooled condenser 103 of the refrigeration cycle is accommodated in the tank portion 102 of the sub-radiator 101, the water-cooled condenser 103 is damaged and high-pressure refrigerant leaks into the tank portion 102 of the sub-radiator 101. Then, the pressure in the tank portion 102 becomes high, and the sub radiator 101 and the like may be damaged, and the refrigerant may be ejected from the sub radiator 101 into the engine room of the vehicle. As a result, since the jetted refrigerant contains the gas phase refrigerant and oil of the refrigeration cycle, if this oil hits a belt for driving, for example, auxiliary machinery in the engine room, it causes belt slip and the like. There is a problem of becoming.

  Then, an object of this invention is to provide the vehicle heat exchange apparatus which can prevent the malfunction resulting from the refrigerant | coolant ejected from the 1st heat exchanger being applied to the apparatus in an engine room as much as possible.

  The present invention includes a first heat exchanger through which a first refrigerant flows, a tank portion of the first heat exchanger, and a high-pressure second refrigerant in a refrigeration cycle flowing through the first heat exchanger. A vehicle heat exchange device including a second heat exchanger that exchanges heat between refrigerants, provided at an upper portion of the tank portion of the first heat exchanger, and an internal pressure exceeding a specified pressure A pressure regulating valve that opens the interior to the atmosphere; and when the internal pressure exceeds a first specified pressure, the valve body is displaced to open the first flow path, and the internal pressure is set to the first specified pressure. When the second specified pressure higher than the pressure is exceeded, the valve body is displaced to open the first flow path and the second flow path.

  It is preferable that the first flow path communicates with a reserve tank, and the second flow path opens to the atmosphere in a direction different from that of the engine room device. The second flow path is preferably set larger than the opening area of the valve body. It is preferable to provide a stopper portion that holds the valve body displaced to a position where both the first flow path and the second flow path are opened.

  According to the present invention, when an internal pressure increase that slightly exceeds the first specified pressure occurs due to a change in the outside air temperature or the like, the first flow path is opened by the displacement of the valve body, and the increase in the internal pressure is suppressed. In addition, when the second refrigerant leaks into the tank portion due to breakage of the second heat exchanger and a pressure rise occurs such that the pressure in the tank portion of the first heat exchanger exceeds the second specified pressure, the valve body flows into the first flow. A 2nd flow path is opened with a path | route, and the raise of an internal pressure is suppressed. As a result, it is possible to prevent the refrigerant from splashing into the engine room due to breakage of the tank part and the jet of refrigerant from the pressure regulating valve vigorously, and to prevent problems caused by the refrigerant being applied to the equipment in the engine room as much as possible. it can.

1 shows an embodiment of the present invention and is a perspective view of a vehicle front portion including a vehicle heat exchange device. FIG. 1 is an exploded perspective view of a front end module according to an embodiment of the present invention. 1 shows an embodiment of the present invention and is a configuration diagram of a vehicle heat exchange device. FIG. 1 shows an embodiment of the present invention and is a schematic perspective view of a vehicle heat exchange device. FIG. 1 shows an embodiment of the present invention and is a perspective view of main parts of a vehicle heat exchange device. FIG. 1 is a perspective view of a valve body provided in a pressure release valve according to an embodiment of the present invention. 1 is a cross-sectional view of a pressure release valve according to an embodiment of the present invention. FIG. 4 is a cross-sectional view of a main part of the pressure release valve when the internal pressure of the tank portion of the sub-radiator is equal to or lower than a first specified pressure, showing an embodiment of the present invention. FIG. 3 is a cross-sectional view of a main part of the pressure release valve when the internal pressure of the tank portion of the sub-radiator exceeds the first specified pressure and is equal to or lower than the second specified pressure according to the embodiment of the present invention. FIG. 3 is a cross-sectional view of a main part of the pressure release valve when the internal pressure of the tank portion of the sub-radiator exceeds a second specified pressure, showing an embodiment of the present invention. It is a perspective view of the heat exchanger apparatus for vehicles of a prior art example. It is sectional drawing of the tank part of the sub radiator provided in the heat exchanger apparatus for vehicles of a prior art example.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  1 to 10 show an embodiment of the present invention.

  As shown in FIGS. 1 and 2, a front end module 2 is provided at the front portion of the vehicle 1. Behind the front end module 2 is formed an engine room 30 that houses the engine 3 as a prime mover, and an upper portion is covered with a bonnet cover 31. A belt 32 for driving auxiliary machines (not shown) is attached to the front side of the engine 3. The front end module 2 includes a bumper fascia 21, a bumper reinforcement 22 that reinforces the bumper fascia 21, and a heat exchange support 23 attached to the bumper reinforcement 22.

  The vehicle heat exchange device 4 is provided in front of the engine 3 in the vehicle and is attached to a heat exchange support 23 or the like. As shown in FIGS. 3 and 4, a first refrigerant (cooling water, antifreeze liquid) is contained therein. The sub-radiator 6 (first heat exchanger) for cooling the electric drive unit 5 and the second refrigerant (air-conditioning refrigerant) flow inside to cool the vehicle interior, that is, the air conditioner Water-cooled condenser 7 (second heat exchanger).

  The vehicle heat exchanger 4A includes a main radiator 8 for cooling the engine 3 and an air-cooled condenser 9 which is another condenser for the air conditioner.

  The water-cooled condenser 7 and the air-cooled condenser 9 are connected in series in the refrigeration cycle with the water-cooled condenser 7 upstream. The second refrigerant that has been brought to high temperature and high pressure by the compressor first flows into the water-cooled condenser 7 and then flows into the air-cooled condenser 9.

  The sub-radiator 6 is disposed on the upstream surface side of the cooling air of the main radiator 8 and in the upper half region. The sub-radiator 6 mainly includes a core portion in which tubes 61 and outer fins 62 are alternately stacked, and a pair of tank portions 63 and 64 fixed to both ends of the core portion.

  The air-cooled condenser 9 is arranged on the upstream surface side of the cooling air of the main radiator 8 and in the lower half region. The air-cooled capacitor 9 is mainly composed of a core portion in which tubes 91 and outer fins 92 are alternately stacked, and a pair of tank portions 93 and 94 fixed to both ends of the core portion.

  The main radiator 8 is mainly composed of a core portion in which tubes (not shown) and outer fins (not shown) are alternately stacked, and a pair of tank portions 83 and 84 fixed to both ends of the core portion. Has been. Then, heat exchange is performed between the first refrigerant that flows in the tubes (not shown), 61, 91 and the cooling air that flows outside the tubes (not shown), 61, 91, to thereby achieve the first. The refrigerant is cooled.

  Next, the water-cooled capacitor 7 will be described. The water-cooled condenser 7 is disposed in the outlet side tank portion 64 of the sub radiator 6. The water-cooled condenser 7 has a plurality of tubes (not shown) arranged in parallel at intervals. Refrigerant inlet / outlet communication holes communicating with each other are provided at both end positions in the tube. The refrigerant flows in and out of the tube through the pair of refrigerant inlet / outlet communication holes.

  In the water-cooled condenser 7 configured as described above, heat exchange is performed between the second refrigerant flowing in the condenser 7 and the first refrigerant flowing in the tank of the condenser 7, thereby cooling the second refrigerant.

  Further, as shown in FIG. 5, a pressure release valve 65 is provided above the tank portion 64 of the sub-radiator 6 to open the inside to the atmosphere when the internal pressure of the tank portion 64 exceeds a specified pressure. The pressure regulating valve 65 includes a substantially cylindrical feeler portion 66 fixed to the tank portion 64, a bottomed cylindrical valve body 67 movably accommodated in the feeler portion 66, and a direction in which the valve body 67 is closed. And a cap 70 that guides the valve body 67 and holds the upper end of the winding spring 68, and a cap 70 that is detachably provided on the upper portion of the feeler portion 66 and to which the guide portion 69 is attached. And mainly consists of

  In the lower part of the feeler part 66, a communication hole 66a that is located in the center and communicates with the inside of the tank part 64, and a cylindrical valve seat 66b that is formed outside the communication hole 66a in the radial direction and protrudes upward. And a reflux chamber 66c is formed outside the valve seat 66b in the radial direction. Further, below the feeler unit 66, a first flow path 66d that communicates the reflux chamber 66c with a reserve tank (not shown) of the cooling water cycle, and an upper position above the first flow path 66d, the engine room 30 is located. A second flow path 66e that opens to the atmosphere in a different direction from the devices such as the engine 3 and belt 32 is provided. The second flow path 66e extends long in the circumferential direction of the feeler portion 66, whereby the flow path area of the second flow path 66e is larger than the flow path area of the communication hole 66a during the full stroke of the valve body 67. Is set.

  The valve body 67 protrudes into the lower communication hole 66a, a protruding bottom portion 67a that holds the lower end of the winding spring 68, and a stopper portion 67b that protrudes radially inward from the valve body 67 and can lock the guide portion 69. Have The stopper portion 67b locks the end portion of the guide portion 69, thereby holding the position of the valve body 67 displaced to the position where both the first flow path 66d and the second flow path 66e are opened.

  A pair of collar portions 66 f projecting outward in the radial direction are provided on the upper portion of the feeler portion 66. The cap 70 has a pair of locking claws 70a that can be locked to the pair of flange portions 66f, and the pair of locking claws 70a from above in the longitudinal direction between the pair of flange portions 66f. An insertable insertion portion 66g is formed. The pair of locking claws 70a is inserted into the insertion portion 66g between the flange portions 66f on the upper portion of the feeler portion 66, and the cap 70 is rotated clockwise while the lower surface of the cap 70 is in contact with the upper end of the feeler portion 66. As a result, the locking claws 70 a of the cap 70 are respectively locked to the collar portions 66 f of the feeler portion 66, so that the cap 70 is mounted and fixed on the upper portion of the feeler portion 66.

  When the internal pressure of the tank portion 64 of the sub-radiator 6 is equal to or lower than the first specified pressure, as shown in FIGS. 7 and 8, the bottom surface 67 c radially outward from the protruding bottom portion 67 a of the valve seat 67 by the bias of the winding spring 68. Comes into contact with the valve seat 66b of the feeler portion 66, whereby the valve body 67 closes the first flow path 66d and the second flow path 66e. Next, when the internal pressure of the tank portion 64 of the sub-radiator 6 exceeds the first specified pressure, the valve body 67 is displaced against the winding spring 68 to open the first flow path 66d as shown in FIG. . Further, when the internal pressure of the tank portion 64 of the sub-radiator 6 exceeds the second specified pressure that is higher than the first specified pressure, the valve element 67 of the pressure regulating valve 65 is displaced as shown in FIG. 66d and the second flow path 66e are opened, and the stopper portion 67b is engaged with the end of the guide portion 69, whereby the first flow path 66d and the second flow path 66e are maintained open.

  In the above configuration, when an internal pressure increase that slightly exceeds the first specified pressure due to a change in the outside air temperature or the like occurs in the tank portion 64 of the sub-radiator 6, the first flow path 66d is opened by the displacement of the valve body 67. The refrigerant discharged from the first flow path 66d is returned to the reserve tank, and an increase in the internal pressure of the tank portion 64 is suppressed.

  If the second refrigerant leaks into the tank portion 64 due to the breakage of the water-cooled condenser 7 and a pressure rise that exceeds the second specified pressure occurs in the tank portion 64 of the sub-radiator 6, the valve body 67 is moved to the first flow. The second flow path 66e is opened together with the path 66d, and an increase in the internal pressure of the tank portion 64 is suppressed. At this time, the refrigerant is discharged in a direction different from the device in the engine room 30 through the second flow path 66e opened to the atmosphere.

  As described above, in the present embodiment, the refrigerant discharged from the first flow path 66d can be returned to the cooling water cycle via the reserve tank, and the pressure in the tank portion 64 of the sub radiator 6 is equal to or higher than the second specified pressure. The refrigerant is discharged in a direction different from the device in the engine room 30 through the second flow path 66e that opens to the atmosphere, the refrigerant is discharged from the engine 3 or the belt 32 in the engine room 30. It is possible to avoid as much as possible the situation that is applied to the device.

  In the present embodiment, when the pressure in the tank portion 64 of the sub-radiator 6 rises above the second specified pressure, the refrigerant is supplied via the second flow path 66e set larger than the opening area of the valve body 67. Since it discharges, flow path resistance is reduced and a refrigerant | coolant escapes smoothly from the 1st flow path 66d and the 2nd flow path 66e.

  Further, in the present embodiment, when the pressure in the tank portion 64 of the sub-radiator 6 rises to the second specified pressure or higher, the valve body 67 is a position where both the first flow path 66d and the second flow path 66e are opened. The valve body 67 is held at that position by the stopper portion 67b, and the valve body 67 is not displaced in a direction to suppress the ejection of the refrigerant. Therefore, the flow path resistance is reduced, and the refrigerant flows into the first flow path 66d and the second flow path. Smoothly exits from the channel 66e.

4 Vehicle heat exchange device 6 Sub-radiator (first heat exchanger)
7 Water-cooled condenser (second heat exchanger)
30 Engine room 64 Tank part 65 Pressure regulating valve 66d First flow path 66e Second flow path 67 Valve element 67b Stopper part

Claims (4)

A first heat exchanger (6) through which the first refrigerant flows;
The second heat that is housed in the tank part (64) of the first heat exchanger (6), in which the high-pressure second refrigerant of the refrigeration cycle flows, and performs heat exchange between the second refrigerant and the first refrigerant. A vehicle heat exchange device (4) comprising an exchanger (7),
A pressure regulating valve (65) provided at an upper part of the tank part (64) of the first heat exchanger (6) and opening the interior to the atmosphere when the internal pressure exceeds a specified pressure;
When the internal pressure exceeds the first specified pressure, the pressure regulating valve (65) displaces the valve body (67) to open the first flow path (66d),
When the internal pressure exceeds a second specified pressure higher than the first specified pressure, the valve body (67) is displaced to open the first flow path (66d) and the second flow path (66e). A vehicle heat exchange device (4) characterized by the above. The vehicle heat exchange device (4) according to claim 1,
The first flow path (66d) communicates with a reserve tank,
The vehicle heat exchange device (4), wherein the second flow path (66e) opens to the atmosphere in a direction different from that of the device in the engine room (30). The vehicle heat exchange device (4) according to claim 1 or 2,
The vehicle heat exchange device (4), wherein the second flow path (66e) is set larger than an opening area of the valve body (67). The vehicle heat exchange device (4) according to any one of claims 1 to 3,
A vehicular heat comprising a stopper portion (67b) for holding the valve element (67) displaced to a position where both the first flow path (66d) and the second flow path (66e) are opened. Exchange device (4).

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