JP2017172836A - Heat exchanger for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a heat exchanger for vehicle capable of preventing an object from the outside from colliding with the heat exchanger arranged at the rear side, without damaging heat exchange performance of the heat exchanger arranged at the rear side.SOLUTION: A heat exchanger 10 for vehicle includes: a plurality of tubes 300 in which a flow passage for flowing a heating medium is formed inside; a first tank 100 to which one end of each of the tubes 300 is connected; and a second tank 200 to which the other end of each of the tubes 300 is connected. In a dummy part C12 constituted by one part of a tube group out of the plurality of tubes 300, it is constituted so that the heating medium does not flow in the tubes 300.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle heat exchanger mounted on a vehicle.

  For example, a vehicle heat exchanger for air conditioning the vehicle interior is mounted on the vehicle. The vehicle is also mounted with a heat exchanger other than the vehicle heat exchanger, such as a radiator for radiating heat from the cooling water of the internal combustion engine to the air. In many cases, a plurality of heat exchangers including a vehicle heat exchanger are arranged at positions overlapping each other in a front portion of the vehicle (see, for example, Patent Document 1 below). A fluid flowing outside the heat exchanger (for example, air. Hereinafter, also referred to as “external fluid”) flows through each heat exchanger in order, and is heated or cooled in each heat exchanger. .

  For example, when a vehicle heat exchanger that dissipates heat to an external fluid is disposed on the front side and a radiator is disposed on the rear side, the external fluid first passes through the vehicle heat exchanger and the temperature thereof is increased. After being raised, the temperature is further raised by passing through the radiator on the rear side.

JP-A-11-105538

  In the case of the configuration as described above, the external fluid having a relatively high temperature passes through the radiator on the rear side. For this reason, the difference between the temperature of the cooling water flowing inside the radiator and the temperature of the external fluid passing outside the radiator becomes small, and the heat exchange performance of the radiator may not be sufficiently exhibited. Similar problems may occur when heat is absorbed from an external fluid in both the front-side vehicle heat exchanger and the rear-side heat exchanger.

  In order to prevent the above-described phenomenon and to fully exhibit the heat exchange performance of the heat exchanger disposed on the rear side, the vehicle heat is directed toward a part of the heat exchanger disposed on the rear side. A configuration in which the external fluid is directly supplied without going through the exchanger is also conceivable. Specifically, the size of the vehicle heat exchanger arranged on the front side is made smaller than the size of the heat exchanger arranged on the rear side, whereby a part of the external fluid is transferred to the rear heat exchanger. It is conceivable to reach directly.

  However, in such a configuration, an object such as pebbles that has entered from the outside together with the external fluid may collide with the heat exchanger on the rear side. Generally, the heat exchanger on the rear side is not designed to be rugged in consideration of an object collision, so that its strength is smaller than that of the vehicle heat exchanger on the front side. For this reason, when an object collides with the heat exchanger on the rear side, the heat exchanger on the rear side is easily damaged.

  This invention is made | formed in view of such a subject, The objective is not to impair the heat exchange performance of the heat exchanger arrange | positioned at the back side, and to the heat exchanger arrange | positioned at the back side. An object of the present invention is to provide a vehicle heat exchanger that can prevent an object from the outside from colliding.

  In order to solve the above-described problems, a vehicle heat exchanger according to the present invention is mounted on a vehicle and performs heat exchange between an external fluid flowing outside and a heat medium flowing inside (10 ). A heat exchanger for exchanging heat between an external fluid that has passed through the vehicle heat exchanger and an inner heat medium at a position on the rear side of the vehicle heat exchanger in the vehicle, A rear side heat exchanger (50) configured to perform the same heat radiation to the fluid or heat absorption from the external fluid as that performed in the vehicle heat exchanger is mounted. The vehicle heat exchanger includes a plurality of tubes (300, 310, 320) in which flow paths for flowing a heat medium are formed, and a first tank (100) to which one end of each tube is connected. And a second tank (200) to which the other end of each tube is connected. In the dummy part (C12) comprised by the one part tube group among the some tubes, it is comprised so that a heat medium may not flow through a tube. When viewed along the direction in which the external fluid flows, the dummy part is disposed at a position where at least a part thereof overlaps the rear heat exchanger.

  In the vehicle heat exchanger having such a configuration, since the heat medium does not flow in the tube included in the dummy part, heat exchange is not performed between the external fluid passing through the dummy part and the heat medium. For this reason, the temperature of the external fluid that passes through the dummy portion toward the rear heat exchanger is substantially equal to the temperature of the external fluid before passing through the vehicle heat exchanger.

  Therefore, for example, in the case where heat is released to the external fluid in both the vehicle heat exchanger and the rear heat exchanger, the external fluid that has passed through the dummy portion is relatively low in the rear heat exchanger ( However, the position of the dummy portion may be adjusted in advance so as to reach a portion where the temperature is higher than that of the external fluid. In addition, when heat absorption from an external fluid is performed in both the vehicle heat exchanger and the rear side heat exchanger, the external fluid that has passed through the dummy portion is relatively hot in the rear side heat exchanger (however, The position of the dummy portion may be adjusted in advance so as to reach the portion that is lower in temperature than the external fluid.

  In this way, by adjusting the position of the dummy portion in advance, the temperature difference between the external fluid passing through the rear heat exchanger and the heat medium flowing through the rear heat exchanger is reduced to the rear side. A certain amount or more is secured in the entire heat exchanger. Thereby, it is prevented that the heat exchange performance of the heat exchanger arrange | positioned at the back side is impaired.

  Moreover, the dummy part is arrange | positioned in the position which at least one part overlaps with a back side heat exchanger. Even when an object such as pebbles enters from the outside together with the external fluid, the dummy part tube prevents the object from heading to the rear heat exchanger. This reliably prevents an object from the outside from colliding with the rear heat exchanger on the rear side.

  ADVANTAGE OF THE INVENTION According to this invention, it can prevent that the object from the outside collides with the heat exchanger arrange | positioned at the back side, without impairing the heat exchange performance of the heat exchanger arrange | positioned at the back side. A vehicle heat exchanger is provided.

It is a figure which shows the structure of the heat exchanger for vehicles which concerns on embodiment of this invention. It is a figure which shows typically the internal structure in the heat exchanger for vehicles of FIG. It is a figure which shows typically the state by which the vehicle heat exchanger of FIG. 1 was mounted in the vehicle with the back side heat exchanger. It is a figure which shows the structure of a back side heat exchanger. It is a figure for demonstrating the temperature change of the air which passes a vehicle heat exchanger and a back side heat exchanger. It is a figure for demonstrating the temperature change of the air which passes a vehicle heat exchanger and a back side heat exchanger. It is a figure which shows the positional relationship of the heat exchanger for vehicles, and a back side heat exchanger when it sees along the flow direction of air. It is a figure for demonstrating the temperature change of the air which passes a vehicle heat exchanger and a back side heat exchanger in case the vehicle heat exchanger does not have a dummy part. It is a figure for demonstrating the temperature change of the air which passes a vehicle heat exchanger and a back side heat exchanger in case the vehicle heat exchanger does not have a dummy part. It is a figure which shows the positional relationship of the heat exchanger for vehicles, and the back side heat exchanger when the dimension in the up-down direction of the heat exchanger for vehicles is made small.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same constituent elements in the drawings will be denoted by the same reference numerals as much as possible, and redundant description will be omitted.

  A configuration of a vehicle heat exchanger 10 according to an embodiment of the present invention will be described with reference to FIG. The vehicle heat exchanger 10 is a heat exchanger mounted on a vehicle (not shown), and specifically used as a condenser provided in a refrigeration cycle of a vehicle air conditioner. Similar to the conventional condenser, the vehicle heat exchanger 10 is configured to condense the refrigerant on the inside by exchanging heat between the air flowing outside (external fluid) and the refrigerant flowing inside (heat medium). It is configured as a device.

  In addition, although the vehicle heat exchanger 10 may be used as a condenser as described above, it may be used as an evaporator that absorbs heat from air. The latter case will be described later.

  The vehicle heat exchanger 10 includes a first tank 100, a second tank 200, tubes 300, and fins 11.

  The first tank 100 is a container for temporarily storing a refrigerant supplied from the outside. The first tank 100 is formed as a substantially cylindrical elongated container, and is arranged in a state where the longitudinal direction thereof is along the vertical direction.

  A receiving portion 110 is formed in a portion of the first tank 100 below the center position in the vertical direction. The receiving unit 110 is a part that receives a refrigerant supplied from the outside and allows the refrigerant to flow into the first tank 100. The receiving part 110 is formed as a connector for connecting a pipe through which a refrigerant flows in the refrigeration cycle. The receiving portion 110 is formed with a circular opening 111 that serves as an inlet for the supplied refrigerant.

  Similar to the first tank 100, the second tank 200 is provided as a container for temporarily storing the refrigerant. The second tank 200 is formed as a substantially cylindrical elongated container, and is arranged in a state where the longitudinal direction thereof is along the vertical direction. The second tank 200 is arranged such that its longitudinal direction is parallel to the longitudinal direction of the first tank 100.

  A discharge portion 210 is formed in a portion of the second tank 200 above the center position in the vertical direction. The discharge part 210 is a part for discharging the refrigerant once stored in the second tank 200 through the tube 300 to the outside. Similarly to the receiving part 110 of the first tank 100, the discharge part 210 is formed as a connector for connecting a pipe through which a refrigerant flows in the refrigeration cycle. The discharge part 210 is formed with a circular opening 211 serving as an outlet for the discharged refrigerant.

  The tube 300 is a metal pipe formed in a cylindrical shape, and a plurality of tubes 300 are provided in the vehicle heat exchanger 10. The internal space of the tube 300 is a flow path through which the refrigerant flows from the first tank 100 toward the second tank 200. The shape of the tube 300 in a cross section perpendicular to the refrigerant flow direction is a flat shape, and the longitudinal direction of the flat shape is along the air flow direction (the direction perpendicular to the paper surface in FIG. 1).

  Each tube 300 has one end connected to the first tank 100 and the other end connected to the second tank 200. Thereby, the internal space of the first tank 100 is communicated with the internal space of the second tank 200 via each tube 300.

  Each tube 300 has a longitudinal direction perpendicular to the longitudinal direction of the first tank 100 and the like, and is held in a stacked state along the longitudinal direction (that is, the vertical direction) of the first tank 100 and the like. Has been.

  The fin 11 is a metal plate bent in a wave shape and is inserted between adjacent tubes 300. Each top portion of the corrugated fin 11 is brazed to the side surface (upper and lower surfaces) of the tube 300. During the operation of the refrigeration cycle, the heat of the passing air is directly transmitted to the tube 300 and also transmitted to the tube 300 through the fins 11. That is, the contact area with the air is increased by the fins 11, thereby efficiently exchanging heat between the air and the refrigerant.

  The portion where all the stacked tubes 300 and fins 11 are arranged is also referred to as “heat exchange core portion C10” below. The heat exchange core part C10 is a part where heat exchange is performed between the external air and the internal refrigerant. Side plates 13 and 14 which are flat metal plates are provided at positions on the upper and lower sides of the heat exchange core C10. The side plates 13 and 14 are for reinforcing and maintaining the shape of the heat exchange core C10 by sandwiching the heat exchange core C10 from above and below.

  The refrigerant flow when the refrigeration cycle is operating will be described. The refrigerant is compressed by a compressor (not shown) on the upstream side of the vehicle heat exchanger 10 and is supplied to the vehicle heat exchanger 10 with its temperature and pressure increased. At this time, almost the entire refrigerant is in a gas phase. As already described, the refrigerant flows into the first tank 100 from the receiving unit 110 and is temporarily stored in the first tank 100. Thereafter, the refrigerant flows into the respective tubes 300 and flows toward the second tank 200 through the tubes 300.

  When the refrigerant passes through the tube 300, it is cooled by external air that passes through the heat exchange core C10. That is, heat is released to the air. Thereby, the refrigerant | coolant which passes along the tube 300 reduces the temperature, and the one part or all changes from a gaseous phase to a liquid phase. Moreover, the air which passes the heat exchange core part C10 is heated, and the temperature is raised.

  The refrigerant that has passed through each tube 300 flows into the second tank 200 and is temporarily stored in the second tank 200. Thereafter, the refrigerant is discharged to the outside from the discharge unit 210 formed in the second tank 200 and flows toward the expansion valve of the refrigeration cycle.

  In the present embodiment, the refrigerant does not flow in all the tubes 300 included in the vehicle heat exchanger 10, but the refrigerant does not flow in some of the tubes 300. Specifically, the refrigerant flows through the tube 300 provided above the dotted line DL1 in FIG. 1, while the refrigerant does not flow through the tube 300 provided below the dotted line DL1. It has become.

  Hereinafter, the former tube 300 through which the refrigerant flows is also referred to as “tube 310”, and the latter tube 300 through which the refrigerant does not flow is also referred to as “dummy tube 320”. In addition, the portion above the dotted line DL1 in the heat exchange core portion C10, that is, the portion constituted by the tube 310 is also referred to as “heat exchange core portion C11”. Furthermore, the portion below the dotted line DL1 in the heat exchange core portion C10, that is, the portion constituted by the dummy tube 320 is also referred to as “dummy portion C12”. The dummy tube 320 can be said to belong to the dummy part C12 among the plurality of tubes 300.

  A slit-like opening 201 is formed in a portion of the second tank 200 below the dotted line DL1. Through the opening 201, the internal space in the portion of the second tank 200 to which the dummy tube 320 is connected communicates with the external space. Such an opening 201 may be formed in a portion of the first tank 100 below the dotted line DL1. Further, the opening 201 may be formed in both the first tank 100 and the second tank 200.

  The configuration inside the vehicle heat exchanger 10 will be described with reference to FIG. FIG. 2 is drawn in a simplified manner so that the number of tubes 300 is smaller than the actual number.

  As shown in FIG. 2, a partition wall 120 is provided in a portion of the inside of the first tank 100 below the opening 111 that is an inlet of the refrigerant. The partition wall 120 is a flat plate-like member arranged along a horizontal plane, and the height thereof is the same as the dotted line DL1 shown in FIGS. The partition wall 120 has an outer peripheral portion brazed to the inner peripheral surface of the first tank 100. By the partition wall 120, the internal space of the first tank 100 is divided into a space SP1 to which the dummy tube 320 belonging to the dummy part C12 is connected and an internal space in other portions. The partition wall 120 prevents the refrigerant supplied from the opening 111 into the first tank 100 from flowing into the space SP1 below the partition wall 120.

  A partition wall 220 is provided inside the second tank 200. The partition wall 220 is a flat plate-like member arranged along a horizontal plane, and the height thereof is the same as the dotted line DL1 shown in FIGS. The partition wall 220 is brazed to the inner peripheral surface of the second tank 200 at the outer peripheral portion. By the partition wall 220, the internal space of the second tank 200 is divided into a space SP2 to which the dummy tube 320 belonging to the dummy part C12 is connected and an internal space in other portions. The partition wall 220 prevents the refrigerant supplied from the first tank 100 through the tube 310 into the second tank 200 from flowing into the space SP2 below the partition wall 220.

  By providing the partition wall 120 and the partition wall 220, the inflow of the refrigerant into the dummy tube 320 is prevented. That is, by providing the partition wall 120 and the partition wall 220, the heat exchange core part C10 is divided into the heat exchange core part C11 and the dummy part C12.

  In the vehicle heat exchanger 10, the internal space in the portion below the dotted line DL <b> 1 is a space where refrigerant does not flow and is usually filled with air. However, if a gap is formed between the inner peripheral surface of the second tank 200 and the partition wall 220 due to, for example, a brazing failure, the refrigerant may flow into the space SP1 or the space SP2. . Moreover, although the lubricating oil for operating a compressor smoothly is mixed with the refrigerant | coolant, this lubricating oil may flow in space SP1 etc. through a clearance gap. If such a phenomenon occurs, the amount of lubricating oil circulating in the refrigeration cycle will decrease, which is not preferable.

  Therefore, in the manufacturing process of the vehicle heat exchanger 10, a leak check using helium gas is performed for the purpose of detecting a brazing failure of the partition wall 120 or the partition wall 220. The opening 201 formed in the second tank 200 is formed to enable a leak check.

  When a leak check is performed, helium gas is introduced into the first tank 100 from the opening 111 while the opening 211 is sealed. In this state, the amount of helium gas flowing out from the second tank 200 through the opening 201 is detected by the helium leak detector. When the detected amount of helium gas exceeds the threshold value, it is determined that a brazing failure has occurred in the partition wall 120 or the like.

  A rear heat exchanger 50 different from the vehicle heat exchanger 10 is also mounted on the vehicle on which the vehicle heat exchanger 10 is mounted. FIG. 3 schematically shows the vehicle heat exchanger 10 and the rear heat exchanger 50 mounted on the vehicle. Arrow AR1 of FIG. 3 has shown the flow direction of the air which is an external fluid. The air is introduced into the interior of the vehicle from a front grill (not shown) provided on the front side of the vehicle, and flows through the interior of the vehicle toward the rear side. On the further rear side of the rear heat exchanger 50, a fan (not shown) for guiding air toward the rear side is provided.

  When viewed along the air flow direction, the rear heat exchanger 50 has a substantially rectangular outer shape, similar to the vehicle heat exchanger 10. Moreover, the dimension in the height direction of the rear side heat exchanger 50 is substantially equal to the dimension in the height direction of the vehicle heat exchanger 10.

  The rear heat exchanger 50 in the present embodiment is a radiator provided for cooling high-temperature cooling water (heat medium) circulating inside the vehicle by heat exchange with air. That is, the rear side heat exchanger 50 is a heat exchanger configured to radiate heat to the air, which is an external fluid, like the vehicle heat exchanger 10.

  The rear heat exchanger 50 is provided at a position behind the vehicle heat exchanger 10, that is, at a downstream side in the air flow direction (arrow AR <b> 1). For this reason, air whose temperature has increased due to heat exchange with the vehicle heat exchanger 10 reaches the rear heat exchanger 50.

  The rear heat exchanger 50 includes a tank 501 that temporarily stores the supplied cooling water, a heat exchange core C50 that is a part where heat is exchanged between air and cooling water, and a heat exchange core C50. And a tank 502 for temporarily storing the cooling water passing therethrough. The heat exchange core part C50 is configured by tubes and fins, similarly to the heat exchange core part C10. Since the configuration of the tubes and fins is substantially the same as that in the vehicle heat exchanger 10, its detailed description and illustration are omitted.

  The heat exchange core portion C50 of the rear heat exchanger 50 is divided into a high temperature region C51 through which high-temperature cooling water flows and a low-temperature region C52 through which low-temperature cooling water flows. The heat is dissipated. The configuration of the rear side heat exchanger 50 will be described with reference to FIG. In FIG. 4, the boundary between the high temperature region C51 and the low temperature region C52 is indicated by a dotted line DL2. The high temperature region C51 is a portion above the dotted line DL2 in the heat exchange core portion C50, and the low temperature region C52 is a portion below the dotted line DL2 in the heat exchange core portion C50.

  The internal space of the tank 501 is partitioned into two upper and lower spaces by a horizontal partition wall (not shown) provided at the same height as the dotted line DL2. In the tank 501, the cooling water cannot move up and down beyond the partition wall.

  Similarly, the internal space of the tank 502 is partitioned into two upper and lower spaces by a horizontal partition wall (not shown) provided at the same height as the dotted line DL2. In the tank 502, the cooling water cannot move up and down beyond the partition wall.

  A supply pipe 511 is provided on a portion of the side surface of the tank 501 above the dotted line DL2. The supply pipe 511 is a pipe for supplying cooling water to the inside of the tank 501 from the outside. In addition, a discharge pipe 512 is provided in a portion of the side surface of the tank 502 above the dotted line DL2. The discharge pipe 512 is a pipe for discharging cooling water from the inside of the tank 502 to the outside.

  The cooling water supplied from the supply pipe 511 to the inside of the tank 501 is supplied to the tank 502 through the high temperature region C51 and discharged from the discharge pipe 512 to the outside. In the high temperature region C51, heat exchange is performed between the air that is the external fluid and the cooling water, and heat is radiated from the cooling water to the air. In the present embodiment, cooling water that has reached a high temperature through an internal combustion engine (not shown) provided in the vehicle is supplied from the supply pipe 511 to the inside of the tank 501. That is, the portion above the dotted line DL2 in the rear heat exchanger 50 is a portion that functions as a radiator for maintaining the temperature of the internal combustion engine appropriately.

  A supply pipe 521 is provided on the side of the tank 501 below the dotted line DL2. The supply pipe 521 is a pipe for supplying cooling water to the inside of the tank 501 from the outside. In addition, a discharge pipe 522 is provided on the side of the tank 502 below the dotted line DL2. The discharge pipe 522 is a pipe for discharging cooling water from the inside of the tank 502 to the outside.

  The cooling water supplied from the supply pipe 521 to the inside of the tank 501 is supplied to the tank 502 through the low temperature region C52 and discharged from the discharge pipe 522 to the outside. In the low temperature region C52, heat exchange is performed between the air that is the external fluid and the cooling water, and heat is radiated from the cooling water to the air. In the present embodiment, cooling water that has reached a high temperature through an electronic device such as an ECU provided in the vehicle is supplied from the supply pipe 521 to the inside of the tank 501. That is, the part below the dotted line DL2 in the rear side heat exchanger 50 is a part that functions as a radiator for maintaining the temperature of the electronic device appropriately. The amount of heat generated in the electronic device is smaller than the amount of heat generated in the internal combustion engine. For this reason, the temperature of the cooling water supplied from the supply pipe 521 (about 65 ° C. in this embodiment) is lower than the temperature of the cooling water supplied from the supply pipe 511 (about 90 ° C. in this embodiment). ing.

  With reference to FIG. 5, the temperature change of the air when the air passes through each of the vehicle heat exchanger 10 and the rear heat exchanger 50 will be described. FIG. 5 schematically illustrates the vehicle heat exchanger 10 and the rear heat exchanger 50 as viewed from the left side of the vehicle. In FIG. 5, the left side is the front side of the vehicle, and the right side is the rear side of the vehicle. Moreover, in FIG. 5, the flow direction of air is indicated by arrows, and the temperature of the air is indicated below each arrow.

  As shown in FIG. 5, the position of the boundary portion (dotted line DL1) between the heat exchange core portion C11 and the dummy portion C12 is lower than the position of the boundary portion (dotted line DL2) between the high temperature region C51 and the low temperature region C52. ing. Therefore, when viewed along the direction in which the external fluid flows, the dummy portion C12 entirely overlaps the low temperature region C52. Instead of such a mode, a mode in which only a part of the dummy portion C12 overlaps the low temperature region C52 may be used.

  In the example of FIG. 5, the temperature of the air introduced from the outside of the vehicle toward the vehicle heat exchanger 10 is 35 ° C. Moreover, the temperature of the refrigerant | coolant which flows through the heat exchange core part C11 is 80 degreeC. For this reason, air is heated when passing the heat exchange core part C11, and raises the temperature from 35 degreeC to 60 degreeC. In the present embodiment, the dotted line DL1 is lower than the dotted line DL2 as described above. For this reason, the air which goes to the high temperature area | region C51 of the back side heat exchanger 50 becomes the air which all passed the heat exchange core part C11, ie, 60 degreeC air.

  In the example of FIG. 5, the temperature of the cooling water flowing through the high temperature region C51 is 90 ° C. For this reason, in the high temperature region C51, cooling water having a temperature (90 ° C.) higher than the temperature of the air passing through the outside (60 ° C.) flows inside, and a sufficient temperature difference (30 ° C.) between the two is ensured. It has become a state. Therefore, in the high temperature region C51, the heat radiation performance of the rear side heat exchanger 50 is sufficiently exhibited.

  In the example of FIG. 5, the temperature of the cooling water flowing through the low temperature region C52 is 65 ° C. Both the air that has passed through the heat exchange core part C11 and the air that has passed through the dummy part C12 are supplied to the low temperature region C52 in a mixed state. The temperature of the air that has passed through the heat exchange core C11 is 60 ° C. as already described. On the other hand, since heat is not exchanged between the refrigerant and air in the dummy part C12, the temperature of the air that has passed through the dummy part C12 remains at 35 ° C. As a result, the temperature of the mixed air supplied to the low temperature region C52 is approximately 40 ° C.

  In the low temperature region C52, cooling water having a temperature (65 ° C.) higher than the temperature of the air passing outside (about 40 ° C.) flows through the inside, and a sufficient temperature difference (about 15 ° C.) between the two is secured. It is in the state. Therefore, the heat radiation performance of the rear side heat exchanger 50 is sufficiently exhibited also in the low temperature region C52.

  As a comparative example, FIG. 8 shows an example in which the dummy part C12 is not formed in the vehicle heat exchanger 10 and air is heated in the entire heat exchange core part C10. As shown in the figure, when the dummy portion C12 is not formed, the air is heated to 60 ° C. in the entire heat exchange core portion C10, and the air is supplied to the rear rear heat exchanger 50. Is done. In the high temperature region C51 of the rear heat exchanger 50, heat exchange is performed between 60 ° C. air and 90 ° C. cooling water as in the case of FIG.

  On the other hand, in the low-temperature region C52 of the rear heat exchanger 50, heat exchange is performed between 60 ° C. air and 65 ° C. cooling water. Since the temperature difference between the two is only 5 ° C., the heat radiation performance of the rear heat exchanger 50 is not sufficiently exhibited in the low temperature region C52.

  Thus, in the conventional vehicle heat exchanger in which the dummy part C12 is not formed, heat exchange performance is hindered in at least a part of the rear heat exchanger 50 due to heat damage of the vehicle heat exchanger. Will end up. On the other hand, in the vehicle heat exchanger 10 according to the present embodiment, the heat exchange performance of the rear heat exchanger 50 is hindered by forming the dummy portion C12 at a position overlapping the low temperature region C52. Is prevented. Therefore, in this embodiment, for the purpose of ensuring the heat exchange performance of the rear heat exchanger 50, it is not necessary to suppress the operation performance (for example, the rotation speed of the compressor) of the vehicle heat exchanger 10.

  By the way, as a measure for preventing the heat exchange performance of the rear side heat exchanger 50 from being hindered, it corresponds to the dummy part C12 instead of forming the dummy part C12 as in the present embodiment. It may be possible to lose the part. That is, as shown in FIG. 10, the size of the vehicle heat exchanger 10 in the height direction is shortened, and the air passing through the lower side of the vehicle heat exchanger 10 (without heat exchange) is in the low temperature region C52. It seems that it should be supplied to.

  However, in such an aspect, there is a possibility that an object OB (for example, pebbles) enters the inside of the vehicle from the front grill of the vehicle, and the object OB collides with the tube in the low temperature region C52.

  In general, a heat exchanger provided at a position on the rear side in a vehicle is not designed to be sturdy in consideration of an object collision. That is, the strength of the rear heat exchanger 50 is smaller than the strength of the vehicle heat exchanger 10. For this reason, when the object OB collides with the rear side heat exchanger 50, the rear side heat exchanger 50 is easily damaged.

  On the other hand, in this embodiment, even if the object OB enters with the air that is the external fluid, the dummy tube 320 prevents the object OB from moving toward the rear heat exchanger 50. For this reason, it is reliably prevented that the object OB collides with the rear side heat exchanger 50.

  FIG. 7 shows the positional relationship between the vehicle heat exchanger 10 and the rear-side heat exchanger 50 when viewed along the air flow direction. In FIG. 7, only the outer shape of the rear heat exchanger 50 is drawn with a dotted line.

  As shown in FIG. 7, in the present embodiment, the dimension in the height direction is substantially equal to the dimension in the height direction of the rear heat exchanger 50. For this reason, a bracket (not shown) for fixing the rear heat exchanger 50 to the body at a position (height) where the bracket B for fixing the vehicle heat exchanger 10 to the vehicle body is formed. It is possible to make it almost the same position. As a result, it is possible to fix the vehicle heat exchanger 10 without changing the existing mounting structure provided on the body.

  As a measure for preventing the heat exchange performance of the rear side heat exchanger 50 from being hindered, instead of forming the dummy portion C12 as in the present embodiment, an acceptance that is an inlet of a high-temperature refrigerant It is also conceivable to form the portion 110 in the upper part of the first tank 100. That is, it seems that the receiving part 110 which is an inlet of a high temperature refrigerant | coolant should just be formed in the position away from the low temperature area | region C52 of the back side heat exchanger 50 upwards.

  However, when the vehicle heat exchanger 10 is used as, for example, an outdoor heat exchanger of a heat pump and can function temporarily as an evaporator, the receiving unit 110 is connected to the first tank. It is not preferable to form a part on the upper side of 100. The reason is that when a liquid phase refrigerant is supplied to the vehicle heat exchanger 10 functioning as an evaporator, the refrigerant falls due to gravity, and the tube 310 disposed on the upper side has a liquid phase refrigerant. This is because it becomes difficult to flow in. In view of this point, as in the present embodiment, it is preferable that the receiving unit 110 is formed at a position below the center of the first tank 100 in the vertical direction.

  In the present embodiment, both the vehicle heat exchanger 10 and the rear heat exchanger 50 are configured to function as those that radiate heat to air that is an external fluid. On the contrary, both the vehicle heat exchanger 10 and the rear heat exchanger 50 may be configured to function as heat absorption from the air that is the external fluid.

  For example, the vehicle heat exchanger 10 is used as an evaporator provided in a refrigeration cycle of a vehicle air conditioner, and the rear heat exchanger 50 is a heat exchanger for preheating vehicle-mounted electronic devices. It may be.

  An example of such a case will be described with reference to FIG. FIG. 6 depicts the vehicle heat exchanger 10 and the rear heat exchanger 50 in the same manner as in FIG. In the example of FIG. 6, it is assumed that the vehicle heat exchanger 10 is an evaporator for absorbing heat from the air, and the temperature of the refrigerant flowing inside thereof is −15 ° C. In the example of FIG. 6 also, it is assumed that the refrigerant flows only through the heat exchange core part C11 above the dotted line DL1, and does not flow through the dummy part C12 below the dotted line DL1.

  Further, the rear side heat exchanger 50 in the example of FIG. 6 is for absorbing heat from the air and preheating the in-vehicle electronic device with the heat. In the example of FIG. 6, the −20 ° C. refrigerant (heat medium) flows in the portion above the dotted line DL2 in the heat exchange core portion C50 of the rear heat exchanger 50, and the portion below the dotted line DL2. Then, -8 degreeC refrigerant | coolant (heat medium) shall flow. For this reason, in the following description, the part above the dotted line DL2 in the heat exchange core part C50 is represented as “low temperature region C52”, and the part below the dotted line DL2 in the heat exchange core part C50. This is referred to as “high temperature region C51”.

  Note that the example of FIG. 6 differs from the example of FIG. 5 only in the temperature distribution of the refrigerant flowing inside the vehicle heat exchanger 10 and the temperature distribution of the refrigerant flowing inside the rear side heat exchanger 50. The physical configuration (for example, the positional relationship between the dotted line DL1 and the dotted line DL2) is the same as the example in FIG. For this reason, when viewed along the direction in which the external fluid flows, the entire dummy portion C12 overlaps the high temperature region C51. Instead of such a mode, a mode in which only a part of the dummy portion C12 overlaps the high temperature region C51 may be used.

  In the example of FIG. 6, the temperature of the air introduced from the outside of the vehicle and heading for the vehicle heat exchanger 10 is 0 ° C. Moreover, as already stated, the temperature of the refrigerant | coolant which flows through the heat exchange core part C11 is -15 degreeC. For this reason, air is absorbed (cooled) when passing through the heat exchange core C11, and the temperature is lowered from 0 ° C. to −8 ° C. Also in the example of FIG. 6, the dotted line DL1 is lower than the dotted line DL2. For this reason, all the air which goes to the low temperature area | region C52 of the back side heat exchanger 50 is the air which passed the heat exchange core part C11, ie, -8 degreeC air.

  In the example of FIG. 6, the temperature of the cooling water flowing through the low temperature region C52 is −20 ° C. For this reason, in the low temperature region C52, the refrigerant having a temperature (−20 ° C.) lower than the temperature of the air passing through the outside (−8 ° C.) flows inside, and the temperature difference (12 ° C.) between the two is sufficiently high. It is in a secured state. Therefore, in the low temperature region C52, the heat absorption performance of the rear side heat exchanger 50 is sufficiently exhibited.

  In the example of FIG. 6, the temperature of the cooling water flowing through the high temperature region C51 is −8 ° C. Both the air that has passed through the heat exchange core part C11 and the air that has passed through the dummy part C12 are supplied to the high temperature region C51 in a mixed state. The temperature of the air that has passed through the heat exchange core C11 is -8 ° C as described above. On the other hand, since heat is not exchanged between the refrigerant and air in the dummy part C12, the temperature of the air that has passed through the dummy part C12 remains at 0 ° C. As a result, the temperature of the mixed air supplied to the high temperature region C51 is about -1 ° C.

  In the high temperature region C51, cooling water having a temperature (−8 ° C.) lower than the temperature of the air passing through the outside (about −1 ° C.) flows inside, and the temperature difference (about 7 ° C.) between the two is sufficiently high. It is in a secured state. Therefore, the heat absorption performance of the rear heat exchanger 50 is sufficiently exhibited also in the high temperature region C51.

  As a comparative example, FIG. 9 shows an example in which the dummy part C12 is not formed in the vehicle heat exchanger 10 and air is cooled in the entire heat exchange core part C10. As shown in the figure, when the dummy part C12 is not formed, the air is cooled to −8 ° C. in the entire heat exchange core part C10, and the air is transferred to the rear rear heat exchanger 50. Supplied. In the low temperature region C52 of the rear heat exchanger 50, heat exchange is performed between the air at −8 ° C. and the refrigerant at −20 ° C., as in the case of FIG.

  On the other hand, in the high temperature region C51 of the rear heat exchanger 50, heat exchange is performed between -8 ° C air and a -8 ° C refrigerant. Since the temperature difference between the two is 0 ° C., the heat radiation performance of the rear heat exchanger 50 is not sufficiently exhibited in the low temperature region C52.

  As described above, in the conventional vehicle heat exchanger in which the dummy portion C12 is not formed, the heat exchange performance is hindered in at least part of the rear heat exchanger 50 due to the cooling damage of the vehicle heat exchanger. It will end up. On the other hand, in the vehicle heat exchanger 10 according to the example of FIG. 6, the heat exchange performance of the rear side heat exchanger 50 is hindered by forming the dummy portion C12 at a position overlapping the high temperature region C51. Is prevented.

  In the two examples described above, the vehicle heat exchanger 10 functions as a condenser that radiates heat to the air (example in FIG. 5), or an evaporator that absorbs heat from the air (see FIG. 5). 6 example). It replaces with such an aspect and the vehicle heat exchanger 10 may be used as an outdoor heat exchanger of a heat pump. That is, the vehicle heat exchanger 10 does not necessarily need to be a heat exchanger that always functions only as a condenser or as an evaporator, and is a heat exchanger whose function is switched depending on the operation mode of the heat pump. Also good. In this case, the rear side heat exchanger 50 only needs to have a function of absorbing or radiating heat that temporarily becomes the same as that of the vehicle heat exchanger 10.

  By the way, the part (the low temperature region C52 in the example of FIG. 5 and the high temperature region C51 in the example of FIG. 6) of the rear side heat exchanger 50 that is provided so as to overlap with the dummy part C12 is influenced by the vehicle heat exchanger 10. Therefore, it can be said that the heat exchange performance tends to decrease. For this reason, in the said part, it is preferable to aim at the improvement of heat exchange performance by enlarging the inflow of air.

  Therefore, in the vehicle heat exchanger 10, as shown in FIG. 1, the dummy part C <b> 12 is provided at a position below the center in the vertical direction. Such a position is a portion where the inflow amount of air introduced from the front grill of the vehicle tends to increase. As a result, in the portion of the rear side heat exchanger 50 that is provided so as to overlap the dummy portion C12, the heat exchange performance with air is further improved.

  The embodiments of the present invention have been described above with reference to specific examples. However, the present invention is not limited to these specific examples. In other words, those specific examples that have been appropriately modified by those skilled in the art are also included in the scope of the present invention as long as they have the characteristics of the present invention. For example, the elements included in each of the specific examples described above and their arrangement, materials, conditions, shapes, sizes, and the like are not limited to those illustrated, and can be changed as appropriate. Moreover, each element with which each embodiment mentioned above is provided can be combined as long as technically possible, and the combination of these is also included in the scope of the present invention as long as it includes the features of the present invention.

10: Vehicle heat exchanger 50: Rear side heat exchanger 100: First tank 110: Receiving part 120, 220: Partition wall 200: Second tank 201: Opening 300, 310: Tube 320: Dummy tube C12: Dummy part C51: High temperature region C52: Low temperature region

Claims (8)

A vehicle heat exchanger (10) mounted on a vehicle and performing heat exchange between an external fluid flowing outside and a heat medium flowing inside,
A heat exchanger that exchanges heat between an external fluid that has passed through the vehicle heat exchanger and an inner heat medium is located at a position behind the vehicle heat exchanger in the vehicle. A rear heat exchanger (50) configured to perform the same heat radiation to the external fluid or heat absorption from the external fluid as that performed in the vehicle heat exchanger is mounted. ,
A plurality of tubes (300, 310, 320) in which flow paths for flowing the heat medium are formed;
A first tank (100) to which one end of each tube is connected;
A second tank (200) to which the other end of each tube is connected,
In the dummy portion (C12) configured by a part of the plurality of tubes, the heat medium is configured not to flow through the tubes.
The vehicular heat exchanger in which at least a part of the dummy portion is arranged at a position overlapping the rear heat exchanger when viewed along the direction in which the external fluid flows. The rear heat exchanger has a high temperature region (C51) in which a high temperature heat medium flows and a low temperature region (C52) in which a low temperature heat medium flows. The high temperature region and the low temperature region In either case, the heat dissipation to the external fluid is performed,
When viewed along the direction in which the external fluid flows,
2. The vehicle heat exchanger according to claim 1, wherein at least a part of the dummy portion overlaps the low temperature region. The rear heat exchanger has a high-temperature region in which a high-temperature heat medium flows inside and a low-temperature region in which a low-temperature heat medium flows, and in both the high-temperature region and the low-temperature region, an external It is configured to absorb heat from the fluid,
When viewed along the direction in which the external fluid flows,
The vehicular heat exchanger according to claim 1, wherein at least a part of the dummy portion overlaps the high temperature region.   The vehicle heat exchanger according to claim 1, wherein the dummy portion is provided at a position that is below the center in the vertical direction.   The receiving part (110) for receiving the refrigerant | coolant supplied from the outside in the said 1st tank is formed in the position which becomes a lower side rather than a center in the up-down direction. Vehicle heat exchanger. In each of the first tank and the second tank,
A partition wall (120, 220) that divides the internal space in the portion where the tube belonging to the dummy portion is connected and the internal space in the other portion is provided,
The vehicle heat exchanger according to claim 1, wherein the partition wall prevents a heat medium from flowing into the tube belonging to the dummy portion.   At least one of the first tank and the second tank is formed with an opening (201) that connects the internal space and the external space in a portion to which the tube belonging to the dummy portion is connected. Item 7. The vehicle heat exchanger according to Item 6.   The vehicle heat exchanger according to claim 7, wherein the opening is formed in a slit shape.

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