JP4253968B2

JP4253968B2 - Duplex heat exchanger for vehicles

Info

Publication number: JP4253968B2
Application number: JP35339699A
Authority: JP
Inventors: 竜雄杉本; 高明阪根
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 1999-12-13
Filing date: 1999-12-13
Publication date: 2009-04-15
Anticipated expiration: 2019-12-13
Also published as: JP2001174168A

Description

【０００１】
【発明の属する技術分野】
本発明は、ラジエータやコンデンサ等の異種の熱交換器を一体化した車両用複式熱交換器に関するもので、いわゆるハイブリッド車両（ハイブリットカー）や電気自動車に適用して有効である。なお、ここで言うハイブリッドカーとは、エンジン（内燃機関）と電動モータ（以下、モータと略す。）とを切り換えて走行する車両、及びエンジンは主に発電に使用し、走行は主にモータにて行う車両等を言うものであり、これらのハイブリットカーや電気自動車はモータの制御を行うインバータ等の電子部品を冷却する必要がある。
【０００２】
【従来の技術】
従来、チューブとフィンを交互に積層してチューブの端部をタンクに挿入接続したラジエータ及びコンデンサを、車両の上下方向または左右方向に一体化した複式熱交換器が知られている。
【０００３】
ここで、ラジエータがエンジン用冷却水を冷却するものである場合には、ラジエータに流入する冷却水の温度（１００℃〜１１０℃）は、コンデンサに流入する冷媒の温度（６０℃〜７０℃）より高温であるため、ラジエータの熱がコンデンサに伝熱されてコンデンサの熱交換率が低下する問題があった。
【０００４】
そこで、特開平１０−１１１０８６号公報にて、ラジエータとコンデンサとの間に接合プレートを配設して、断熱部を形成するようにしたものが提案されており、この断熱部によって、ラジエータの熱がコンデンサに伝熱され難くしていた。
【０００５】
【発明が解決しようとする課題】
しかし、上記従来技術のように接合プレートを配設することは、熱交換器の放熱面積の減少と、構造部品の増加によるコストアップの問題が生じる。
【０００６】
本発明は、上記点に鑑み、車両用複式熱交換器における放熱面積の増大、及び、構造部品を減少させてコストダウンを図ることを目的とする。
【０００７】
【課題を解決するための手段】
本発明は、上記目的を達成するため、請求項１に記載の発明では、エンジンを搭載した車両に適用される車両用複式熱交換器において、
電子部品を冷却する冷却水であって、エンジンの冷却水の温度よりも低い温度の冷却水が流通する第１チューブ（１１１）、第１チューブ（１１１）に積層された第１フィン（１１２）、第１チューブ（１１１）に冷却水が流入する冷却水入口部（１５０）、及び第１チューブ（１１１）から冷却水が流出する冷却水出口部（１５１）を有し、冷却水と空気との間で熱交換して冷却水を冷却する第１冷却部（１１０）と、
冷凍サイクルの冷媒が流通する第２チューブ（１２１）、第２チューブ（１２１）に積層された第２フィン（１２２）、第２チューブ（１２１）に冷媒が流入する冷媒入口部（１６０）、及び第２チューブ（１２１）から冷媒が流出する冷媒出口部（１６１）を有し、冷媒と空気との間で熱交換して冷媒を冷却する第２冷却部（１２０）とを備え、
第１冷却部（１１０）と第２冷却部（１２０）は、第１、第２チューブ（１１１、１２１）と第１、第２フィン（１１２、１２２）の積層方向に並列配置されて一体化されており、
冷媒入口部（１６０）は第２冷却部（１２０）のうち第１冷却部（１１０）側の部位に配置され、
冷媒出口部（１６１）は第２冷却部（１２０）のうち第１冷却部（１１０）と反対側の部位に配置され、
冷媒入口部（１６０）と冷媒出口部（１６１）との間には、第２チューブ（１２１）を流通する冷媒の流れ方向が略１８０度Ｕターンする少なくとも１つのＵターン部が設けられ、
冷媒入口部（１６０）の冷媒が第１冷却部（１１０）側の部位からＵターン部を経て第１冷却部（１１０）と反対側の冷媒出口部（１６１）へ向かって流れることを特徴としている。
【０００８】
ところで、第１冷却部（１１０）を流通する冷却水は電子部品を冷却するものであり、冷却水入口部（１５０）に流入する冷却水の温度（例えば６０℃〜７０℃）はエンジン用冷却水の温度（１００℃〜１１０℃）に比べて低い。一方、第２冷却部（１２０）に流入する冷媒の温度は、例えばフロンを冷媒とし、外気温度が３０℃の場合には、一般的に６０℃〜７０℃であり、電子部品用冷却水と冷媒との温度差は、エンジン用冷却水と冷媒との温度差に比べて小さい。
【０００９】
従って、第１冷却部（１１０）から第２冷却部（１２０）への伝熱量は、冷却水がエンジン用冷却水である場合に比べて電子部品用冷却水である場合の方が少なくなる。
【００１０】
また、第２冷却部（１２０）の要求性能として、第２冷却部（１２０）から流出する冷媒出口部（１６１）の冷媒温度が重要となるが、請求項１に記載の発明では、冷却水入口部（１５０）と冷媒出口部（１６１）との間にはＵターン部が配置されるので、冷却水入口部（１５０）と冷媒出口部（１６１）とは離れて配置されている。よって、冷却水入口部（１５０）の熱が冷媒出口部（１６１）の冷媒に伝熱される際の距離が長くなり、この伝熱量が少なくなる。
【００１１】
以上により、従来必要とされていた断熱部を廃止しても第２冷却部（１２０）を流出する冷媒の温度を所定温度に確保することができるので、断熱部を廃止して複式熱交換器における放熱面積の増大、及び、構造部品を減少させてコストダウンを図ることができる。
【００１２】
請求項２に記載の発明では、請求項１に記載の車両用複式熱交換器において、冷却水入口部（１５０）から冷却水が流通する方向と冷媒入口部（１６０）から冷媒が流通する方向が同方向であることを特徴としている。
【００１３】
これにより、第２冷却部（１２０）のうち第１冷却部（１１０）と隣接して第１冷却部（１１０）と熱交換してしまう部分は、第２冷却部（１２０）のうち最も温度が高い部分であるので、この熱交換する部分の温度差を小さくすることができ、第１冷却部（１１０）から第２冷却部（１２０）への伝熱量を小さくできる。
【００１４】
また、冷却水と冷媒とは、冷却水入口部（１５０）及び冷媒入口部（１６０）からＵターン部までに、対向することなく平行して流通して熱交換するため、この熱交換の際の平均温度差を、対向流通して熱交換を行う際の平均温度差に比べて小さくできるので、第１冷却部（１１０）から第２冷却部（１２０）への伝熱量を少なくできる。よって、請求項１に記載の発明の効果をより一層増大することができる。
【００１５】
請求項３に記載の発明では、エンジンを搭載した車両に適用される車両用複式熱交換器において、
電子部品を冷却する冷却水であって、エンジンの冷却水の温度よりも低い温度の冷却水が流通する第１チューブ（１１１）、第１チューブ（１１１）に積層された第１フィン（１１２）、第１チューブ（１１１）に冷却水が流入する冷却水入口部（１５０）、及び第１チューブ（１１１）から冷却水が流出する冷却水出口部（１５１）を有し、冷却水と空気との間で熱交換して冷却水を冷却する冷却部（１１０）と、
冷凍サイクルの冷媒が流通する第２チューブ（１２１）、第２チューブ（１２１）に積層された第２フィン（１２２）、及び第２チューブ（１２１）に冷媒が流入する冷媒入口部（１６０）を有し、冷媒と空気との間で熱交換して冷媒を凝縮する凝縮部（１２０ａ、１２０ｂ）と、
凝縮部（１２０ａ、１２０ｂ）を通過した冷媒が流入するとともに、この流入冷媒を液相冷媒と気相冷媒とに分離するタンク（１８０）と、
タンク（１８０）から液相冷媒が流入する第３チューブ（１２１ａ）、第３チューブ（１２１ａ）に積層された第３フィン（１２２ａ）、及び第３チューブ（１２１ａ）から液相冷媒が流出する冷媒出口部（１６１）を有し、液相冷媒と空気との間で熱交換して液相冷媒を過冷却する過冷却部（１２０ｄ）とを備え、
冷却部（１１０）と過冷却部（１２０ｄ）との間に凝縮部（１２０ａ、１２０ｂ）が配置されるようにして、冷却部（１１０）、凝縮部（１２０ａ、１２０ｂ）及び過冷却部（１２０ｄ）が、第１、第２、第３チューブ（１１１、１２１、１２１ａ）と第１、第２、第３フィン（１１２、１２２。１２２ａ）の積層方向に並列配置されて一体化されていることを特徴としている。
【００１６】
ところで、前述のように、冷却部（１１０）から凝縮部（１２０ａ、１２０ｂ）への伝熱量は、冷却水がエンジン用冷却水である場合に比べて電子部品用冷却水である場合の方が少なくなる。
【００１７】
また、凝縮部（１２０ａ、１２０ｂ）及び過冷却部（１２０ｄ）の要求性能として、過冷却部（１２０ｄ）から流出する冷媒温度が重要となるが、請求項３に記載の発明では、冷却部（１１０）と過冷却部（１２０ｄ）との間に凝縮部（１２０ａ、１２０ｂ）が配置されることにより、冷却部（１１０）と過冷却部（１２０ｄ）とは離れて配置されている。よって、冷却部（１１０）の熱が過冷却部（１２０ｄ）に伝熱される際の距離が長くなり、伝熱量が少なくなる。
【００１８】
以上により、請求項１に記載の発明と同様に、請求項３に記載の発明においても、断熱部を廃止して複式熱交換器における放熱面積の増大、及び、構造部品を減少させてコストダウンを図ることができる。
【００１９】
請求項４に記載の発明では、請求項３に記載の車両用複式熱交換器において、冷却水入口部（１５０）と冷媒入口部（１６０）は隣接して配置され、かつ、冷却水入口部（１５０）から冷却水が流通する方向と冷媒入口部（１６０）から冷媒が流通する方向が同方向であることを特徴としているので、請求項２に記載の発明と同様の効果が得られる。
【００２０】
請求項５に記載の発明では、電子部品を冷却する冷却水であって、６０℃〜７０℃の温度の冷却水が流通する第１チューブ（１１１）、第１チューブ（１１１）に積層された第１フィン（１１２）、第１チューブ（１１１）に冷却水が流入する冷却水入口部（１５０）、及び第１チューブ（１１１）から冷却水が流出する冷却水出口部（１５１）を有し、冷却水と空気との間で熱交換して冷却水を冷却する第１冷却部（１１０）と、
冷凍サイクルの冷媒が流通する第２チューブ（１２１）、第２チューブ（１２１）に積層された第２フィン（１２２）、第２チューブ（１２１）に冷媒が流入する冷媒入口部（１６０）、及び第２チューブ（１２１）から冷媒が流出する冷媒出口部（１６１）を有し、冷媒と空気との間で熱交換して冷媒を冷却する第２冷却部（１２０）とを備え、
第１冷却部（１１０）と第２冷却部（１２０）は、第１、第２チューブ（１１１、１２１）と第１、第２フィン（１１２、１２２）の積層方向に並列配置されて一体化されており、
冷媒入口部（１６０）は第２冷却部（１２０）のうち第１冷却部（１１０）側の部位に配置され、
冷媒出口部（１６１）は第２冷却部（１２０）のうち第１冷却部（１１０）と反対側の部位に配置され、
冷媒入口部（１６０）と冷媒出口部（１６１）との間には、第２チューブ（１２１）を流通する冷媒の流れ方向が略１８０度Ｕターンする少なくとも１つのＵターン部が設けられ、
冷媒入口部（１６０）の冷媒が第１冷却部（１１０）側の部位からＵターン部を経て第１冷却部（１１０）と反対側の冷媒出口部（１６１）へ向かって流れることを特徴としている。
請求項５に記載の発明においても、請求項１に記載の発明と同様の作用効果を発揮できる。
因みに、上記各手段の括弧内の符号は、後述する実施形態に記載の具体的手段との対応関係を示す一例である。
【００２１】
【発明の実施の形態】
（第１実施形態）
本実施形態は、本発明に係る複式熱交換器を、ハイブリットカーに適用したものであって、図１は本実施形態に係る複式熱交換器１００を空気流れ上流側から見た斜視図である。
【００２２】
この複式熱交換器１００は、インバータ等の電子部品用冷却水を冷却する冷却部（第１冷却部）１１０と、図示しない冷凍サイクルの高圧側冷媒を凝縮する凝縮部（第２冷却部）１２０とを一体化したものであり、冷却部１１０の下方側に凝縮部１２０が並列配置されている。
【００２３】
そして、冷却部１１０は、電子部品用冷却水が流通する複数本の第１チューブ１１１、及び第１チューブ１１１間に配設されて電子部品用冷却水と空気との熱交換を促進する波形状の第１フィン１１２から構成されており、第１チューブ（第１通路）１１１及び第１フィン１１２は上下方向に交互に積層されている。
【００２４】
また、凝縮部１２０は、冷媒が流通する複数本の第２チューブ（第２通路）１２１、及び第２チューブ１２１間に配設されて冷媒と空気との熱交換を促進する波形状の第２フィン１２２から構成されており、第２チューブ１２１及び第２フィン１２２は、第１チューブ１１１及び第１フィン１１２の積層方向と同じ方向に、並列して交互に積層されている。
【００２５】
１３０、１４０は、上下方向に、冷却部１１０上端から凝縮部１２０下端まで延びる円筒形状の第１、第２タンクであり、第１、第２チューブ１１１、１２１及び第１、第２フィン１１２、１２２の長手方向両端側にそれぞれ配設され、第１、第２チューブ１１１、１２１の両端がそれぞれ挿入接続されている。すなわち、第１、第２タンク１３０、１４０は、複数の第１、第２チューブ１１１、１２１に、冷却水及び冷媒を分配供給するものである。
【００２６】
そして、１３１、１３２は、第１タンク１３０内の空間を第１〜第３空間１３０ａ〜１３０ｃの３つの空間に仕切る第１、第２仕切り壁（セパレータ）であり、１４１、１４２は、第２タンク１４０内の空間を第４〜第６空間１４０ａ〜１４０ｃの３つの空間に仕切る第１、第２仕切り壁である。
【００２７】
なお、第１、第３仕切り壁１３１、１４１は、冷却部１１０と凝縮部１２０との境界面に位置している。また、凝縮部１２０のうち、第２仕切り壁１３２より上方の部分を第１凝縮部（冷媒入口側凝縮部）１２０ａと称し、第４仕切り壁１４２より上方かつ第２仕切り壁１３２より下方の部分を第２凝縮部と称し、第４仕切り壁１４２より下方の部分を第３凝縮部（冷媒出口側凝縮部）１２０ｃと称す。
【００２８】
そして、第１、第４空間１３０ａ、１４０ａは冷却部１１０全体に連通し、第２空間１３０ｂは第１凝縮部１２０ａに連通し、第５空間１４０ｂは第１、第２凝縮部１２０ａ、１２０ｂに連通し、第３空間１３０ｃは第２、第３凝縮部１２０ｂ、１２０ｃに連通し、第６空間は第３凝縮部１２０ｃに連通している。
【００２９】
そして、第１空間１３０ａの側方には、冷却水が流入する配管を連結する冷却水入口継手（冷却水入口部）１５０が備えられており、第１空間１３０ａ内に冷却水が流入するように第１空間１３０ａと冷却水入口継手１５０とが連通している。
【００３０】
同様に、第４空間１４０ａの側方には、冷却水が流出する配管を連結する冷却水出口継手（冷却水出口部）１５１が備えられ、第２空間１３０ｂの側方には、冷媒を流入する配管を連結する冷媒入口継手（冷媒入口部）１６０が備えられ、第６空間１４０ｃの側方には、冷媒を流出する配管を連結する冷媒出口継手（冷媒出口部）１６１が備えられている。
【００３１】
１７０は、冷却部１１０の上部と第３凝縮部１２０ｃの下部に配置され、第１、第２チューブ１１１、１２１の長手方向と同じ長さに延びるプレートであり、冷却部１１０及び第３凝縮部１２０ｃを保護するものである。
【００３２】
なお、第１、第２チューブ１１１、１２１、第１、第２フィン１１２、１２２、第１、第２タンク１３０、１４０、及びプレート１７０は、アルミニウム製のベア材及びろう材をクラッドしたクラッド材からなり、一体ろう付けにより形成されている。
【００３３】
次に、以上の構成による作動を説明すると、電子部品からの高温（６０℃〜８０℃）の冷却水は、冷却水入口継手１５０から第１空間１３０ａに流入し、冷却部（冷却水入口側冷却部）１１０の第１チューブを流通する。その後、第４空間１４０ａに流入して、冷却水出口継手１５１から電子部品に向かって流出する。
【００３４】
一方、冷凍サイクルの圧縮機（図示せず）から吐出される高温（外気温度３０℃の場合、６０℃〜８０℃）の冷媒は、冷媒入口継手１６０から第２空間１３０ｂに流入し、第１凝縮部１２０ａの第２チューブ１２１を流通して第５空間１４０ｂに流入する。
【００３５】
その後、第５空間１４０ｂ内にて冷媒の方向が略１８０度Ｕターンして第２凝縮部１２０ｂの第２チューブ１２１に流入する。（このように冷媒流れがＵターンする部分をＵターン部と称す。）
その後、第２チューブ１２１を流通して第３空間１３０ｃに流入し、第３空間１３０ｃ内にて冷媒の方向がＵターンして第３凝縮部１２０ｃの第２チューブ１２１に流入する。
【００３６】
その後、第２チューブ１２１を流通して第６空間１４０ｃに流入し、冷媒出口継手１６１から冷凍サイクルの気液分離器（図示せず）に向かって流出する。
【００３７】
次に、本実施形態の特徴を述べる。
【００３８】
冷却部１１０を流通する冷却水は電子部品を冷却するものであり、第１空間１３０ａに流入する冷却水の温度（６０℃〜７０℃）はエンジン用冷却水の温度（１００℃〜１１０℃）に比べて低く、冷却部１１０から凝縮部１２０への伝熱量が少ない。
【００３９】
また、第１〜第３凝縮部１２０ａ〜１２０ｃのうち、第３凝縮部１２０ｃは、冷媒流れの最下流側に位置しているため、最も低い温度となっている。そして、この第３凝縮部１２０ｃと、第３凝縮部１２０ｃに比べて高温である冷却部１１０との間には、第１、第２凝縮部１２０ａ、１２０ｂが介在し、第３凝縮部１２０ｃと冷却部１１０とは離れて配置されるので、冷却水入口部１５０の熱が冷媒出口部１６１の冷媒に伝熱される際の距離が長くなり、この伝熱量が少なくなる。
【００４０】
また、冷却部１１０のうち、冷却水が流入する第１空間１３０ａと連通する部分が最も高温であり、第１凝縮部１２０ａのうち、圧縮機から吐出される高温の冷媒が流入する第２空間１３０ｂと連通する部分が最も高温であり、冷却部１１０と凝縮部１２０との熱交換はこれらの高温部分同士で行われるので、この熱交換する部分の温度差を最も小さくでき、冷却部１１０から凝縮部１２０への伝熱量を最小限にできる。
【００４１】
さらにまた、冷却水と冷媒とは、第１、第２空間１３０ａ、１３０ｂから第４、第５空間１４０ａ、１４０ｂまでに、対向することなく平行して流通して熱交換するので、この熱交換の際の平均温度差を、対向流通して熱交換を行う際の平均温度差に比べて小さくできるので、冷却部１１０から第１凝縮部１２０ａへの伝熱量を少なくできる。
【００４２】
以上により、第３凝縮部１２０ｃから流出する冷媒温度の確保が容易にできるため、従来必要とされていた断熱部を廃止することができ、複式熱交換器における放熱面積の増大、及び、構造部品を減少させてコストダウンを図ることができる。
【００４３】
（第２実施形態）
上記第１実施形態では、第２空間１３０ｂから第６空間１４０ｃまでに第１〜第３凝縮部１２０ａ〜１２０ｃにより冷媒が凝縮するように設計されているが、図２に示す第２実施形態では、第１実施形態の第２空間１３０ｂから第３空間１３０ｃに相当する領域までに第１、第２凝縮部１２０ａ、１２０ｂにより冷媒が凝縮するように設計されており、第１実施形態における第３凝縮部１２０ｃに相当する部分を過冷却部１２０ｄとして用いている。
【００４４】
そして、第１実施形態の第３空間１３０ｃは、図２に示す第２実施形態では、第５仕切り壁１３３により第７、第８空間１３０ｄ、１３０ｅに仕切られており、第７、８空間１３０ｄ、１３０ｅの側方には、上下方向に延びる円筒形状のサブクールタンク１８０が備えられている。
【００４５】
このサブクールタンク１８０は、第７、８空間１３０ｄ、１３０ｅにそれぞれ連通しており、第２凝縮部１２０ｂから第７空間１３０ｄを経てサブクールタンク１８０内に流入する冷媒を液相冷媒と気相冷媒とに分離して液相冷媒をサブクールタンク１８０内から第８空間１３０ｅを経て過冷却部１２０ｄに向けて流出するとともに、冷凍サイクル内の余剰冷媒を蓄えるものである。なお、このサブクールタンク１８０は、ろう付け接合にて第１タンク１３０に一体化されている。
【００４６】
ところで、過冷却部１２０ｄの温度（外気温度３０℃の場合、平均４５℃）は、凝縮部１２０の温度に比べて低温であり、冷却部１１０からの熱影響を受け易い。
【００４７】
そこで、本第２実施形態によれば、過冷却部１２０ｄと冷却部１１０との間には第１、第２凝縮部１２０ａ、１２０ｂが介在し、過冷却部１２０ｄと熱交換部１１０とは離れて配置されるので、冷却水入口部１５０の熱が冷媒出口部１６１の冷媒に伝熱される際の距離が長くなり、この伝熱量が少なくなる。
【００４８】
よって、過冷却部１２０ｄから流出する冷媒温度の確保が容易にできるため、第１実施形態と同様の効果を得ることができる。
【００４９】
（第３実施形態）
第３実施形態では、第１および第２実施形態における第１、第２、第３チューブ１１１、１２１、１２１ａの形状に特徴があり、以下、第１実施形態に本第３実施形態を用いた場合を説明する。図３（ａ）は図１のＡ−Ａ断面図であり、第２チューブ１２１は、押出し加工により、支柱１２４を備える多穴形状に形成されている。この支柱１２４は、第２チューブ１２１を流通する冷媒の圧力に対する耐圧強度を高めるものである。
【００５０】
図４（ａ）は、第１チューブ１１１の拡大図であり、横断面（チューブの長手方向と直交する方向の断面）を示している。この第１チューブ１１１は、板状部材を折り曲げて横断面が偏平形状に形成されており、その長径方向略中央部には、板状部材の一部及び端部を第１チューブ１１１の内方側に向けて折り曲げて突出させた支柱１１４が形成されている。この支柱１１４は、短径方向と平行な面を互いに接触させた状態で、長径方向に重なって形成されている。
【００５１】
このように、第１チューブ１１１の横断面を偏平形状に形成し、第２チューブ１２１の如く多穴形状に形成しない理由は、第１チューブ１１１を流通する冷却水は冷媒ほど圧力が高くならないため、耐圧強度を高める必要がなく、第１チューブ１１１内の通水抵抗を小さくするものである。なお、第１チューブ１１１内に支柱１１４を形成した理由は後述する。
【００５２】
次に、第１、第２チューブ１１１、１２１、第１、第２フィン１１２、１２２、第１、第２タンク１３０、１４０、及びプレート１７０を一体ろう付けする手順を説明する。
【００５３】
初めに、第１チューブ１１１及び第１フィン１１２と、第２チューブ１２１及び第２フィン１２２とをそれぞれ交互に積層し、その上下両端にプレート１７０を配置し、チューブ１１１、１２１両端に第１、第２タンク１３０、１４０を配置して仮組付けする。
【００５４】
次に、図５（ａ）の矢印に示すワイヤＷ等により、上下２つのプレート１７０を巻締めて仮組付け状態を保持する。この巻締めの際には、隣接する第１チューブ１１１及び第１フィン１１２と、隣接する第２チューブ１２１及び第２フィン１２２とを確実にろう付けして、接合強度を上げるとともに、第１チューブ１１１及び第１フィン１１２の間と、第２チューブ１２１及び第２フィン１２２の間の熱伝導率を向上させるために、ワイヤＷにより上下２つのプレート１７０を所定の力で巻締めて、第１、第２チューブ１１１、１２１の積層方向（チューブの短径方向）に所定の圧縮力を加えている。
【００５５】
次に、上記のように仮組付けされた仮組付け体は、ろう付け用加熱炉内に搬入され、このろう付け用加熱炉内にて仮組付け体をろう材融点まで加熱して一体ろう付けされる。
【００５６】
ところで、図３（ｃ）に示すように、第１チューブ１１１内に支柱１１４を形成しない場合には、第１チューブ１１１の短径方向の強度は、第２チューブ１２１の短径方向の強度より低くなり、第１チューブ１１１のみを積層した場合に必要とする第１の圧縮力が、第２チューブ１２１のみを積層した場合に必要とする第２の圧縮力に比べて小さくなる。
【００５７】
従って、このような異なる強度の第１、第２チューブ１１１、１２１を積層する複式熱交換器１００では、第２の圧縮力を加えざるをえなくなり、よって、この第２の圧縮力により、図５（ｂ）に示す点線のように冷却部１１０が第１チューブ１１１短径方向に変形してしまい、ろう付けし難くなるという問題が生じる。あるいは、仮に、ろう付けできたとしても、第１チューブ１１１は短径方向のチューブ内側に塑性変形した状態でろう付けされることになるので、第１チューブ１１１の横断面の通水面積が小さくなり、通水抵抗が大きくなるという問題が生じる。
【００５８】
そこで、本第３実施形態では第１チューブ１１１内に形成される支柱１１４により、短径方向の強度が補強されるので、第１チューブ１１１は短径方向に変形し難くなり、ろう付けを容易にすることができ、また、変形により通水抵抗が大きくなることを防止できる。
【００５９】
（第４実施形態）
第４実施形態では、第１、第２フィン１１２、１２２の形状を詳細に説明する。図６（ａ）は、図１の空気流れ上流側の正面図であり、図６（ｂ）は図６（ａ）のＢ部拡大図である。そして、図６（ｂ）に示すように、第１、第２フィン１１２、１２２はチューブ１１１、１２１の長手方向に波打つ波形状であり、第１フィン１１２の波のピッチＰ１は、第２フィン１２２の波のピッチＰ２よりも長く形成されている。
【００６０】
なお、第１フィン１１２の肉厚及び、上下方向のフィン高さは、第２フィン１２２の肉厚及び上下方向のフィン高さと同じである。
【００６１】
このような場合には、第１チューブ１１１の短径方向の変形が生じやすいので、第３実施形態の支柱１１４を第１チューブ１１１に形成することは好適である。
【００６２】
（他の実施形態）
また、第１〜４実施形態では、冷却部１１０及び凝縮部１２０のうち、凝縮部１２０のみにＵターン部を設けているが、冷却水入口部１５０と冷媒出口部１６１との間に、少なくとも１つのＵターン部が配置されていれば、冷却部１１０のみにＵターン部を設けてもよいし、冷却部１１０及び凝縮部１２０ともにＵターン部を設けてもよいし、第１、第２空間１３０ａ、１３０ｂから第４、第５空間１４０ａ、１４０ｂまでに冷却水と冷媒が平行して流通することなく、対向して流通するようにしてもよい。
【００６３】
また、第１〜４実施形態では、第１、第２タンク１３０、１４０に複数のチューブ１１１、１２１、１２１ａを挿入接続した構造であるマルチフロータイプの構造としているが、チューブを蛇行状に曲げたいわゆるサーペンタイプの構造としてもよい。
【００６４】
また、第１〜４実施形態では、冷凍サイクルは、冷媒の臨界圧力を超えることのない圧力域で冷媒（例えばフロン）を循環させるものであるが、圧縮機の吐出側の冷媒圧力が冷媒（例えばＣＯ₂）の臨界圧力を超える冷凍サイクル（超臨界冷凍サイクル）に用いてもよい。
【００６５】
また、第３実施形態では、第１チューブ１１１の肉厚及び短径寸法Ｌは、第２チューブ１２１の肉厚及び短径寸法Ｌと同じであるが、図３（ｂ）に示すように、第１チューブ１１１の短径寸法Ｌ１が第２チューブ１２１の短径寸法Ｌより大きい場合、あるいは、第１チューブ１１１の肉厚が第２チューブ１２１の肉厚より薄い場合には、第１チューブ１１１の短径方向の変形が生じやすいので、このような場合に第３実施形態の支柱１１４を形成することは好適である。
【００６６】
また、第３実施形態では、第１チューブの横断面形状を図４（ａ）に示す形状に形成しているが、図４（ｂ）に示すように、長径方向略中央部に、板状部材の両端部を第１チューブ１１１の内方側に向けて折り曲げて突出させた支柱１１４を形成してもよい。なお、この支柱１１４は、短径方向と平行な面を互いに接触させた状態でろう付けされており、第１チューブ１１１の短径方向の強度を高めるものである。
【００６７】
また、第３実施形態では、第２チューブ１２１は押出し加工により支柱１１４を備える多穴形状に形成されているが、多穴形状を廃止して、長径方向に波形状のインナフィン（図示せず）を第２チューブ１２１に挿入してもよい。このインナフィンは、伝熱面積を増大させて冷媒の冷却を促進するものであり、かつ、多穴形状における支柱１１４の役割を担うもので、第２チューブ１２１の短径方向の強度を高めるものである。
【００６８】
また、第４実施形態では、第１フィン１１２の肉厚は、第２フィン１２２の肉厚と同じであるが、第１フィン１１２の肉厚が第２フィン１２２の肉厚より薄い場合には、第１チューブ１１１の短径方向の変形が生じやすいので、このような場合に第３実施形態の支柱１１４を形成することは好適である。
【００６９】
また、第１チューブ１１１の短径寸法Ｌ１が第２チューブ１２１の短径寸法Ｌより大きい場合、あるいは、第１チューブ１１１の肉厚を第２チューブ１２１の肉厚より薄くした場合に、第１フィン１１２のフィン高さを第２フィン１２２のフィン高さより低くした複式熱交換器１００に本発明を適用してもよい。
【図面の簡単な説明】
【図１】本発明の第１実施形態に係る熱交換器を空気流れ上流側から見た斜視図である。
【図２】本発明の第２実施形態に係る熱交換器を空気流れ上流側から見た斜視図である。
【図３】（ａ）は、図１のＡ−Ａ断面図であり、（ｂ）は、図３（ａ）の変形例を示す図１のＡ−Ａ断面図であり、（ｃ）は第１チューブ内に突起部を形成しない場合の図１のＡ−Ａ断面図である。
【図４】（ａ）は、第１チューブの横断面図であり、（ｂ）は、図４（ａ）の変形例を示す横断面図である。
【図５】（ａ）は、熱交換器の仮組付け状態を示す、空気流れ上流側から見た斜視図であり、（ｂ）は、図５（ａ）を気流れ上流側から見た正面図である。
【図６】（ａ）は、第４実施形態に係る熱交換器を空気流れ上流側から見た正面図であり、（ｂ）は、図６（ａ）のＢ部拡大図である。
【符号の説明】
１１０…冷却部、１１１…第１チューブ、１１２…第１フィン、
１１４、１２４…支柱、１２０…凝縮部、１２０ｄ…過冷却部、
１２１…第２チューブ、１２２…第２フィン、１５０…冷却水入口部、
１５１…冷却水出口部、１６０…冷媒入口部、１６１…冷媒出口部。[0001]
BACKGROUND OF THE INVENTION
  The present invention integrates different types of heat exchangers such as radiators and condensers.For vehiclesIt relates to a dual heat exchanger, and is effective when applied to so-called hybrid vehicles (hybrid cars) and electric vehicles. The hybrid car here refers to a vehicle that travels by switching between an engine (an internal combustion engine) and an electric motor (hereinafter abbreviated as a motor), and the engine is mainly used for power generation, and the travel is mainly performed by the motor. These hybrid cars and electric vehicles need to cool electronic components such as inverters that control the motor.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there is known a dual heat exchanger in which a radiator and a condenser in which tubes and fins are alternately stacked and an end portion of the tube is inserted and connected to a tank are integrated in the vertical direction or the horizontal direction of the vehicle.
[0003]
Here, when the radiator is for cooling the engine coolant, the temperature of the coolant flowing into the radiator (100 ° C. to 110 ° C.) is the temperature of the refrigerant flowing into the condenser (60 ° C. to 70 ° C.). Since the temperature is higher, the heat of the radiator is transferred to the capacitor, causing a problem that the heat exchange rate of the capacitor is lowered.
[0004]
In view of this, Japanese Patent Application Laid-Open No. 10-111086 proposes a method in which a junction plate is disposed between a radiator and a capacitor so as to form a heat insulating portion. By this heat insulating portion, heat of the radiator is proposed. However, it was difficult to transfer heat to the capacitor.
[0005]
[Problems to be solved by the invention]
However, disposing the joining plate as in the prior art described above causes problems of a reduction in the heat radiation area of the heat exchanger and an increase in cost due to an increase in structural parts.
[0006]
  In view of the above points, the present inventionFor vehiclesThe purpose is to increase the heat radiation area in the dual heat exchanger and reduce the cost by reducing the structural parts.
[0007]
[Means for Solving the Problems]
  In order to achieve the above object, the present inventionIn the invention according to claim 1,In a vehicle dual heat exchanger applied to a vehicle equipped with an engine,
  Cooling water for cooling electronic componentsThe temperature of the engine cooling water is lower than1st cooling water circulationtube(111),A first fin (112) stacked on the first tube (111);FirsttubeA cooling water inlet (150) through which cooling water flows into (111), and the firsttubeA first cooling unit (110) having a cooling water outlet (151) from which cooling water flows out of (111) and cooling the cooling water by exchanging heat between the cooling water and air;
  Second through which refrigerant of refrigeration cycle circulatestube(121),A second fin (122) stacked on the second tube (121);SecondtubeThe refrigerant inlet (160) through which the refrigerant flows into (121), and the secondtubeA refrigerant outlet part (161) through which the refrigerant flows out of (121), and a second cooling part (120) that cools the refrigerant by exchanging heat between the refrigerant and the air,
  The first cooling part (110) and the second cooling part (120) are arranged in parallel in the stacking direction of the first and second tubes (111, 121) and the first and second fins (112, 122) and integrated. Has been
  The refrigerant inlet portion (160) is disposed at a portion of the second cooling portion (120) on the first cooling portion (110) side,
  The refrigerant outlet part (161) is disposed at a part of the second cooling part (120) opposite to the first cooling part (110),
  Between the refrigerant inlet part (160) and the refrigerant outlet part (161), the flow direction of the refrigerant flowing through the second tube (121) isThere is at least one U-turn part that makes a U-turn about 180 degreesAnd
  The refrigerant at the refrigerant inlet part (160) flows from the part on the first cooling part (110) side through the U-turn part toward the refrigerant outlet part (161) on the opposite side of the first cooling part (110).It is characterized by that.
[0008]
By the way, the cooling water flowing through the first cooling section (110) cools the electronic components, and the temperature of the cooling water flowing into the cooling water inlet section (150) (for example, 60 ° C. to 70 ° C.) is the engine cooling. Low compared to water temperature (100 ° C. to 110 ° C.). On the other hand, the temperature of the refrigerant flowing into the second cooling section (120) is typically 60 ° C to 70 ° C when, for example, chlorofluorocarbon is used as the refrigerant and the outside air temperature is 30 ° C. The temperature difference with the refrigerant is smaller than the temperature difference between the engine coolant and the refrigerant.
[0009]
Therefore, the amount of heat transfer from the first cooling unit (110) to the second cooling unit (120) is smaller when the cooling water is the cooling water for electronic components than when the cooling water is the cooling water for the engine.
[0010]
Further, as the required performance of the second cooling section (120), the refrigerant temperature at the refrigerant outlet section (161) flowing out from the second cooling section (120) is important. Since the U-turn part is arranged between the inlet part (150) and the refrigerant outlet part (161), the cooling water inlet part (150) and the refrigerant outlet part (161) are arranged apart from each other. Therefore, the distance when the heat of the cooling water inlet (150) is transferred to the refrigerant of the refrigerant outlet (161) is increased, and the amount of heat transfer is reduced.
[0011]
As described above, since the temperature of the refrigerant flowing out of the second cooling part (120) can be secured at a predetermined temperature even if the heat insulating part that has been conventionally required is abolished, the heat insulating part is abolished and the dual heat exchanger is eliminated. The cost can be reduced by increasing the heat radiation area and reducing the number of structural parts.
[0012]
  In the invention according to claim 2,The dual heat exchanger for a vehicle according to claim 1,The direction in which the cooling water flows from the cooling water inlet (150) and the direction in which the refrigerant flows from the refrigerant inlet (160)ButIt is characterized by the same direction.
[0013]
As a result, the portion of the second cooling unit (120) that is adjacent to the first cooling unit (110) and exchanges heat with the first cooling unit (110) is the highest temperature in the second cooling unit (120). Since this is a high portion, the temperature difference in the heat exchange portion can be reduced, and the amount of heat transfer from the first cooling portion (110) to the second cooling portion (120) can be reduced.
[0014]
In addition, since the cooling water and the refrigerant circulate in parallel from the cooling water inlet part (150) and the refrigerant inlet part (160) to the U-turn part without facing each other and perform heat exchange, Since the average temperature difference can be made smaller than the average temperature difference when heat exchange is carried out by opposing circulation, the amount of heat transfer from the first cooling part (110) to the second cooling part (120) can be reduced. Therefore, the effect of the invention of claim 1 can be further increased.
[0015]
  In invention of Claim 3,In a vehicle dual heat exchanger applied to a vehicle equipped with an engine,
  Cooling water for cooling electronic componentsThe temperature of the engine cooling water is lower thanCooling water circulatesThe first tube (111), the first fin (112) stacked on the first tube (111), the cooling water inlet (150) through which cooling water flows into the first tube (111), and the first tube (111) ) Has a cooling water outlet (151) through which cooling water flows out,A cooling section (110) for cooling the cooling water by exchanging heat between the cooling water and the air;
  Refrigerating cycle refrigerant circulatesThe second tube (121), the second fin (122) stacked on the second tube (121), and the refrigerant inlet (160) through which the refrigerant flows into the second tube (121),A condensing part (120a, 120b) for condensing the refrigerant by exchanging heat between the refrigerant and the air;
  The refrigerant that has passed through the condensing parts (120a, 120b) flows in, and a tank (180) that separates the inflowing refrigerant into a liquid-phase refrigerant and a gas-phase refrigerant,
  The third tube (121a) into which liquid phase refrigerant flows from the tank (180), the third fin (122a) stacked on the third tube (121a), and the refrigerant from which liquid phase refrigerant flows out from the third tube (121a) An outlet (161),A supercooling section (120d) for supercooling the liquid phase refrigerant by exchanging heat between the liquid phase refrigerant and the air,
  Between the cooling part (110) and the supercooling part (120d)InCondensing parts (120a, 120b) are arrangedThus, the cooling unit (110), the condensing unit (120a, 120b) and the supercooling unit (120d) are connected to the first, second and third tubes (111, 121, 121a) and the first, second, second The three fins (112, 122, 122a) are arranged in parallel in the stacking direction and integrated.It is characterized by that.
[0016]
  By the way, as mentioned above,coldFrom the rejection section (110)Condensing part (120a, 120b)The amount of heat transferred to is smaller when the cooling water is electronic component cooling water than when the cooling water is engine cooling water.
[0017]
  Moreover, although the refrigerant | coolant temperature which flows out out of a supercooling part (120d) becomes important as a required performance of a condensation part (120a, 120b) and a supercooling part (120d), Claim3In the invention described in,coldBy arranging the condensing parts (120a, 120b) between the rejection part (110) and the supercooling part (120d),coldThe rejection unit (110) and the supercooling unit (120d) are arranged apart from each other. Therefore,coldThe distance at which the heat of the rejection unit (110) is transferred to the supercooling unit (120d) is increased, and the amount of heat transfer is reduced.
[0018]
  As described above, as in the invention described in claim 1,Also in the invention according to claim 3,It is possible to reduce the cost by eliminating the heat insulating part and increasing the heat radiation area in the dual heat exchanger and reducing the number of structural parts.
[0019]
  In the invention according to claim 4,The dual heat exchanger for a vehicle according to claim 3,Cooling water inlet (150) and refrigerant inlet (160)IsA direction in which cooling water flows from the cooling water inlet portion (150) and a direction in which the refrigerant flows from the refrigerant inlet portion (160).ButSince they are in the same direction, the same effect as the invention of claim 2 can be obtained.
[0020]
  In invention of Claim 5, it is the cooling water which cools an electronic component, Comprising: It laminated | stacked on the 1st tube (111) and the 1st tube (111) through which the cooling water of the temperature of 60 to 70 degreeC distribute | circulates. A first fin (112), a cooling water inlet (150) through which cooling water flows into the first tube (111), and a cooling water outlet (151) through which cooling water flows out of the first tube (111) A first cooling unit (110) that cools the cooling water by exchanging heat between the cooling water and the air;
  A second tube (121) through which the refrigerant of the refrigeration cycle flows, a second fin (122) stacked on the second tube (121), a refrigerant inlet (160) through which the refrigerant flows into the second tube (121), and A refrigerant outlet part (161) through which the refrigerant flows out of the second tube (121), and a second cooling part (120) that cools the refrigerant by exchanging heat between the refrigerant and the air;
  The first cooling part (110) and the second cooling part (120) are arranged in parallel in the stacking direction of the first and second tubes (111, 121) and the first and second fins (112, 122) and integrated. Has been
  The refrigerant inlet portion (160) is disposed at a portion of the second cooling portion (120) on the first cooling portion (110) side,
  The refrigerant outlet part (161) is disposed at a part of the second cooling part (120) opposite to the first cooling part (110),
  Between the refrigerant inlet part (160) and the refrigerant outlet part (161), there is provided at least one U-turn part in which the flow direction of the refrigerant flowing through the second tube (121) makes a U-turn about 180 degrees,
  The refrigerant in the refrigerant inlet part (160) flows from the part on the first cooling part (110) side through the U-turn part toward the refrigerant outlet part (161) on the opposite side of the first cooling part (110). Yes.
  Also in the invention described in claim 5, the same effect as that of the invention described in claim 1 can be exhibited.
CauseIn addition, the code | symbol in the bracket | parenthesis of each said means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
In the present embodiment, the dual heat exchanger according to the present invention is applied to a hybrid car. FIG. 1 is a perspective view of the dual heat exchanger 100 according to the present embodiment as viewed from the upstream side of the air flow. .
[0022]
The dual heat exchanger 100 includes a cooling unit (first cooling unit) 110 that cools cooling water for electronic components such as an inverter, and a condensing unit (second cooling unit) 120 that condenses a high-pressure side refrigerant of a refrigeration cycle (not shown). And the condensing part 120 is arranged in parallel on the lower side of the cooling part 110.
[0023]
The cooling unit 110 includes a plurality of first tubes 111 through which electronic component cooling water flows, and a wave shape that is disposed between the first tubes 111 and promotes heat exchange between the electronic component cooling water and air. The first tubes 112 and the first fins 112 are alternately stacked in the vertical direction.
[0024]
In addition, the condensing unit 120 is disposed between a plurality of second tubes (second passages) 121 through which the refrigerant circulates and the second tubes 121 and has a wave-shaped second that promotes heat exchange between the refrigerant and air. The second tube 121 and the second fin 122 are alternately stacked in parallel in the same direction as the stacking direction of the first tube 111 and the first fin 112.
[0025]
Reference numerals 130 and 140 denote cylindrical first and second tanks extending in the vertical direction from the upper end of the cooling unit 110 to the lower end of the condensing unit 120. The first and second tubes 111 and 121 and the first and second fins 112 and The two ends of the first and second tubes 111 and 121 are respectively inserted and connected. That is, the first and second tanks 130 and 140 distribute and supply cooling water and refrigerant to the plurality of first and second tubes 111 and 121.
[0026]
Reference numerals 131 and 132 denote first and second partition walls (separators) that divide the space in the first tank 130 into three spaces, the first to third spaces 130a to 130c. It is the 1st, 2nd partition wall which partitions off the space in the tank 140 into three space of the 4th-6th space 140a-140c.
[0027]
The first and third partition walls 131 and 141 are located on the boundary surface between the cooling unit 110 and the condensing unit 120. In the condensing unit 120, a part above the second partition wall 132 is referred to as a first condensing part (refrigerant inlet side condensing part) 120 a, and is a part above the fourth partition wall 142 and below the second partition wall 132. Is called the second condensing part, and the part below the fourth partition wall 142 is called the third condensing part (refrigerant outlet side condensing part) 120c.
[0028]
The first and fourth spaces 130a and 140a communicate with the entire cooling unit 110, the second space 130b communicates with the first condensing unit 120a, and the fifth space 140b communicates with the first and second condensing units 120a and 120b. The third space 130c communicates with the second and third condensing units 120b and 120c, and the sixth space communicates with the third condensing unit 120c.
[0029]
A cooling water inlet joint (cooling water inlet portion) 150 that connects a pipe into which the cooling water flows is provided on the side of the first space 130a so that the cooling water flows into the first space 130a. The first space 130a and the coolant inlet joint 150 communicate with each other.
[0030]
Similarly, a cooling water outlet joint (cooling water outlet portion) 151 that connects a pipe through which cooling water flows out is provided on the side of the fourth space 140a, and refrigerant flows into the side of the second space 130b. A refrigerant inlet joint (refrigerant inlet part) 160 for connecting the pipes to be connected is provided, and a refrigerant outlet joint (refrigerant outlet part) 161 for connecting a pipe for discharging the refrigerant is provided on the side of the sixth space 140c. .
[0031]
Reference numeral 170 denotes a plate disposed at the upper part of the cooling unit 110 and the lower part of the third condensing unit 120c and extending to the same length as the longitudinal direction of the first and second tubes 111 and 121. The cooling unit 110 and the third condensing unit 120c is protected.
[0032]
The first and second tubes 111 and 121, the first and second fins 112 and 122, the first and second tanks 130 and 140, and the plate 170 are clad materials clad with aluminum bare material and brazing material. And is formed by integral brazing.
[0033]
Next, the operation according to the above configuration will be described. The high-temperature (60 ° C. to 80 ° C.) cooling water from the electronic components flows into the first space 130a from the cooling water inlet joint 150, and the cooling unit (cooling water inlet side) The first tube of the cooling unit 110 is circulated. Thereafter, it flows into the fourth space 140a and flows out from the cooling water outlet joint 151 toward the electronic component.
[0034]
On the other hand, the high-temperature refrigerant (60 ° C. to 80 ° C. when the outside air temperature is 30 ° C.) discharged from the compressor (not shown) of the refrigeration cycle flows into the second space 130b from the refrigerant inlet joint 160, and the first It flows through the second tube 121 of the condenser 120a and flows into the fifth space 140b.
[0035]
  Thereafter, the direction of the refrigerant makes a U-turn about 180 degrees in the fifth space 140b and flows into the second tube 121 of the second condensing unit 120b. (Thus, the refrigerant flow is U-turn.DoThe part is called a U-turn part. )
  Then, it flows through the second tube 121 and flows into the third space 130c, and the direction of the refrigerant makes a U-turn in the third space 130c and flows into the second tube 121 of the third condensing unit 120c.
[0036]
Then, it flows through the second tube 121, flows into the sixth space 140c, and flows out from the refrigerant outlet joint 161 toward the gas-liquid separator (not shown) of the refrigeration cycle.
[0037]
Next, features of the present embodiment will be described.
[0038]
The cooling water flowing through the cooling unit 110 cools the electronic components, and the temperature of the cooling water flowing into the first space 130a (60 ° C. to 70 ° C.) is the temperature of the engine cooling water (100 ° C. to 110 ° C.). The amount of heat transfer from the cooling unit 110 to the condensing unit 120 is small.
[0039]
Moreover, since the 3rd condensation part 120c is located in the most downstream side of a refrigerant | coolant flow among the 1st-3rd condensation parts 120a-120c, it is the lowest temperature. And between this 3rd condensation part 120c and cooling part 110 which is high temperature compared with the 3rd condensation part 120c, the 1st and 2nd condensation parts 120a and 120b intervene, and the 3rd condensation part 120c and Since the cooling unit 110 is arranged away from the cooling unit 110, the distance when the heat of the cooling water inlet unit 150 is transferred to the refrigerant of the refrigerant outlet unit 161 becomes long, and the amount of heat transfer decreases.
[0040]
In addition, the portion of the cooling unit 110 that communicates with the first space 130a into which the cooling water flows is the hottest, and the second space of the first condensing unit 120a into which the high-temperature refrigerant discharged from the compressor flows. The portion communicating with 130b is the highest temperature, and the heat exchange between the cooling unit 110 and the condensing unit 120 is performed between these high temperature portions, so the temperature difference between the heat exchange portions can be minimized, and the cooling unit 110 The amount of heat transfer to the condenser 120 can be minimized.
[0041]
Furthermore, since the cooling water and the refrigerant circulate in parallel from the first and second spaces 130a and 130b to the fourth and fifth spaces 140a and 140b without being opposed to each other, heat exchange is performed. Since the average temperature difference at this time can be made smaller than the average temperature difference when heat is exchanged by facing circulation, the amount of heat transfer from the cooling unit 110 to the first condensing unit 120a can be reduced.
[0042]
As described above, since the temperature of the refrigerant flowing out from the third condensing part 120c can be easily secured, the heat insulating part which has been conventionally required can be eliminated, the heat radiation area in the double heat exchanger is increased, and the structural parts The cost can be reduced by reducing the cost.
[0043]
  (Second Embodiment)
  In the first embodiment, the refrigerant is designed to be condensed by the first to third condensing units 120a to 120c from the second space 130b to the sixth space 140c.As shown in FIG.In the second embodiment,Of the first embodimentThe second space 130b to the third space 130cThe area corresponding toIt is designed so that the refrigerant is condensed by the first and second condensing units 120a and 120b until the third condensing unit 120c in the first embodiment.The part corresponding toIs used as the supercooling section 120d.
[0044]
  AndOf the first embodimentThe third space 130c isIn the second embodiment shown in FIG.The fifth partition wall 133 partitions the seventh and eighth spaces 130d and 130e, and a cylindrical subcool tank 180 extending in the vertical direction is provided on the side of the seventh and eighth spaces 130d and 130e. .
[0045]
  The subcool tank 180 communicates with the seventh and eighth spaces 130d and 130e, respectively, and is connected to the seventh space 130d from the second condensing unit 120b.After passing through the subcool tank 180The refrigerant flowing into the liquid is separated into a liquid phase refrigerant and a gas phase refrigerant.From the subcool tank 180 through the eighth space 130eWhile flowing out towards the supercooling part 120d, the excess refrigerant | coolant in a refrigerating cycle is stored. The subcool tank 180 is integrated with the first tank 130 by brazing and joining.
[0046]
By the way, the temperature of the supercooling unit 120d (average 45 ° C when the outside air temperature is 30 ° C) is lower than the temperature of the condensing unit 120, and is easily affected by the heat from the cooling unit 110.
[0047]
Therefore, according to the second embodiment, the first and second condensing units 120a and 120b are interposed between the supercooling unit 120d and the cooling unit 110, and the supercooling unit 120d and the heat exchange unit 110 are separated from each other. Therefore, the distance when the heat of the cooling water inlet portion 150 is transferred to the refrigerant of the refrigerant outlet portion 161 is increased, and the amount of heat transfer is reduced.
[0048]
Therefore, since the temperature of the refrigerant flowing out from the supercooling unit 120d can be easily secured, the same effect as in the first embodiment can be obtained.
[0049]
(Third embodiment)
The third embodiment is characterized by the shapes of the first, second, and third tubes 111, 121, and 121a in the first and second embodiments. Hereinafter, the third embodiment is used in the first embodiment. Explain the case. FIG. 3A is a cross-sectional view taken along the line AA in FIG. 1, and the second tube 121 is formed into a multi-hole shape including struts 124 by extrusion. The support column 124 increases the pressure resistance against the pressure of the refrigerant flowing through the second tube 121.
[0050]
FIG. 4A is an enlarged view of the first tube 111 and shows a cross section (a cross section in a direction orthogonal to the longitudinal direction of the tube). The first tube 111 is formed by bending a plate-like member to have a flat cross section, and a part and an end of the plate-like member are arranged inwardly of the first tube 111 at a substantially central portion in the major axis direction. A column 114 that is bent and protruded toward the side is formed. The column 114 is formed so as to overlap in the major axis direction with surfaces parallel to the minor axis direction in contact with each other.
[0051]
Thus, the reason why the cross section of the first tube 111 is formed in a flat shape and not formed in a multi-hole shape like the second tube 121 is that the cooling water flowing through the first tube 111 is not as high in pressure as the refrigerant. It is not necessary to increase the pressure resistance, and the water flow resistance in the first tube 111 is reduced. The reason why the support pillar 114 is formed in the first tube 111 will be described later.
[0052]
Next, a procedure for integrally brazing the first and second tubes 111 and 121, the first and second fins 112 and 122, the first and second tanks 130 and 140, and the plate 170 will be described.
[0053]
First, the first tubes 111 and the first fins 112 and the second tubes 121 and the second fins 122 are alternately stacked, the plates 170 are disposed at both upper and lower ends thereof, and the first and second tubes 111 and 121 are disposed at both ends. The second tanks 130 and 140 are arranged and temporarily assembled.
[0054]
Next, the upper and lower two plates 170 are wound and held in a temporarily assembled state with a wire W indicated by an arrow in FIG. During the tightening, the adjacent first tube 111 and first fin 112 and the adjacent second tube 121 and second fin 122 are securely brazed to increase the bonding strength, and the first tube In order to improve the thermal conductivity between the first and second fins 112 and between the second tube 121 and the second fin 122, the upper and lower two plates 170 are wound with a predetermined force by the wire W, and the first A predetermined compressive force is applied in the stacking direction of the second tubes 111 and 121 (the minor axis direction of the tubes).
[0055]
Next, the temporarily assembled body temporarily assembled as described above is carried into a brazing heating furnace, and the temporary assembled body is heated to the melting point of the brazing material in the brazing heating furnace. It is brazed.
[0056]
By the way, as shown in FIG.3 (c), when the support | pillar 114 is not formed in the 1st tube 111, the intensity | strength of the minor axis direction of the 1st tube 111 is stronger than the intensity | strength of the minor axis direction of the 2nd tube 121. The first compression force required when only the first tube 111 is stacked is lower than the second compression force required when only the second tube 121 is stacked.
[0057]
Therefore, in the dual heat exchanger 100 in which the first and second tubes 111 and 121 having such different strengths are stacked, the second compressive force is inevitably applied. The cooling unit 110 is deformed in the minor axis direction of the first tube 111 as indicated by the dotted line shown in FIG. Or even if it can braze, since the 1st tube 111 will be brazed in the state of plastic deformation inside the tube of a minor axis direction, the water flow area of the cross section of the 1st tube 111 is small. Therefore, there arises a problem that water flow resistance increases.
[0058]
Therefore, in the third embodiment, since the strength in the minor axis direction is reinforced by the support pillar 114 formed in the first tube 111, the first tube 111 is difficult to deform in the minor axis direction, and brazing is easy. In addition, it is possible to prevent water resistance from increasing due to deformation.
[0059]
(Fourth embodiment)
In the fourth embodiment, the shapes of the first and second fins 112 and 122 will be described in detail. 6A is a front view of the upstream side of the air flow in FIG. 1, and FIG. 6B is an enlarged view of a portion B in FIG. 6A. As shown in FIG. 6B, the first and second fins 112 and 122 have a wave shape that undulates in the longitudinal direction of the tubes 111 and 121, and the wave pitch P1 of the first fin 112 is the second fin. It is formed longer than the pitch P2 of 122 waves.
[0060]
The thickness and the vertical fin height of the first fin 112 are the same as the thickness and the vertical fin height of the second fin 122.
[0061]
In such a case, deformation of the first tube 111 in the minor axis direction is likely to occur, and therefore it is preferable to form the support column 114 of the third embodiment on the first tube 111.
[0062]
(Other embodiments)
Moreover, in 1st-4th embodiment, although the U-turn part is provided only in the condensation part 120 among the cooling part 110 and the condensation part 120, between the cooling water inlet part 150 and the refrigerant | coolant outlet part 161, at least If one U-turn part is arranged, the U-turn part may be provided only in the cooling part 110, the U-turn part may be provided in both the cooling part 110 and the condensing part 120, or the first and second The cooling water and the refrigerant may circulate in opposition from the spaces 130a and 130b to the fourth and fifth spaces 140a and 140b without flowing in parallel.
[0063]
In the first to fourth embodiments, the first and second tanks 130 and 140 have a multi-flow type structure in which a plurality of tubes 111, 121, and 121a are inserted and connected, but the tubes are bent in a meandering manner. A so-called serpen type structure may be used.
[0064]
In the first to fourth embodiments, the refrigeration cycle circulates the refrigerant (for example, chlorofluorocarbon) in a pressure range that does not exceed the critical pressure of the refrigerant. However, the refrigerant pressure on the discharge side of the compressor is the refrigerant ( For example, CO₂) Refrigeration cycle exceeding the critical pressure (supercritical refrigeration cycle).
[0065]
Further, in the third embodiment, the thickness and the short diameter dimension L of the first tube 111 are the same as the thickness and the short diameter dimension L of the second tube 121, but as shown in FIG. When the short diameter dimension L 1 of the first tube 111 is larger than the short diameter dimension L of the second tube 121, or when the thickness of the first tube 111 is thinner than the thickness of the second tube 121, the first tube 111. In such a case, it is preferable to form the support pillar 114 of the third embodiment.
[0066]
Moreover, in 3rd Embodiment, although the cross-sectional shape of the 1st tube is formed in the shape shown to Fig.4 (a), as shown in FIG.4 (b), it is plate-shaped in the major axis direction substantially center part. You may form the support | pillar 114 which bent both ends of the member toward the inward side of the 1st tube 111, and was made to protrude. In addition, this support | pillar 114 is brazed in the state which mutually contacted the surface parallel to the minor axis direction, and raises the intensity | strength of the minor axis direction of the 1st tube 111. FIG.
[0067]
Moreover, in 3rd Embodiment, although the 2nd tube 121 is formed in the multi-hole shape provided with the support | pillar 114 by an extrusion process, a multi-hole shape is abolished and a wave-shaped inner fin (not shown) is formed in a major axis direction. May be inserted into the second tube 121. This inner fin increases the heat transfer area and promotes cooling of the refrigerant, and plays the role of the support 114 in the multi-hole shape, and increases the strength of the second tube 121 in the minor axis direction. is there.
[0068]
In the fourth embodiment, the thickness of the first fin 112 is the same as the thickness of the second fin 122, but when the thickness of the first fin 112 is smaller than the thickness of the second fin 122. Since the first tube 111 is likely to be deformed in the minor axis direction, it is preferable to form the support column 114 of the third embodiment in such a case.
[0069]
Further, when the short diameter dimension L1 of the first tube 111 is larger than the short diameter dimension L of the second tube 121, or when the thickness of the first tube 111 is made thinner than the thickness of the second tube 121, the first tube 111 The present invention may be applied to the dual heat exchanger 100 in which the fin height of the fin 112 is lower than the fin height of the second fin 122.
[Brief description of the drawings]
FIG. 1 is a perspective view of a heat exchanger according to a first embodiment of the present invention viewed from the upstream side of an air flow.
FIG. 2 is a perspective view of a heat exchanger according to a second embodiment of the present invention viewed from the upstream side of the air flow.
3A is a cross-sectional view taken along the line AA in FIG. 1, FIG. 3B is a cross-sectional view taken along the line AA in FIG. 1 showing a modification example of FIG. 3A, and FIG. It is AA sectional drawing of FIG. 1 when not forming a projection part in a 1st tube.
4A is a cross-sectional view of the first tube, and FIG. 4B is a cross-sectional view showing a modification of FIG. 4A.
FIG. 5A is a perspective view showing a temporarily assembled state of the heat exchanger as seen from the upstream side of the air flow, and FIG. 5B is a perspective view of FIG. 5A seen from the upstream side of the air flow. It is a front view.
6A is a front view of a heat exchanger according to a fourth embodiment as viewed from the upstream side of the air flow, and FIG. 6B is an enlarged view of a portion B in FIG. 6A.
[Explanation of symbols]
110 ... Cooling unit, 111 ... First tube, 112 ... First fin,
114, 124 ... struts, 120 ... condensing part, 120d ... supercooling part,
121 ... 2nd tube, 122 ... 2nd fin, 150 ... Cooling water inlet part,
151 ... Cooling water outlet, 160 ... Refrigerant inlet, 161 ... Refrigerant outlet.

Claims

In a vehicle dual heat exchanger applied to a vehicle equipped with an engine,
1st tube (111) which is the cooling water which cools an electronic component, Comprising: The cooling water of temperature lower than the temperature of the cooling water of the said engine distribute | circulated , The 1st fin laminated | stacked on the said 1st tube (111) ( 112), the cooling water inlet portion into which the cooling water in the first tube (111) flows (150), and the cooling water outlet portion has a (151) to said cooling water flows out from the first tube (111) A first cooling unit (110) that cools the cooling water by exchanging heat between the cooling water and air;
The second tube (121) through which the refrigerant of the refrigeration cycle flows , the second fin (122) stacked on the second tube (121), and the refrigerant inlet (160) through which the refrigerant flows into the second tube (121) ), And a second cooling part (120) for cooling the refrigerant by exchanging heat between the refrigerant and air, and a refrigerant outlet part (161) through which the refrigerant flows out from the second tube (121) And
The first cooling part (110) and the second cooling part (120) are arranged in parallel in the stacking direction of the first and second tubes (111, 121) and the first and second fins (112, 122). Has been integrated,
The refrigerant inlet part (160) is disposed in a part of the second cooling part (120) on the first cooling part (110) side,
The refrigerant outlet part (161) is disposed in a part of the second cooling part (120) opposite to the first cooling part (110),
Between the refrigerant inlet part (160) and the refrigerant outlet part (161), there is provided at least one U-turn part in which the flow direction of the refrigerant flowing through the second tube (121) makes a U-turn approximately 180 degrees. et al is,
The refrigerant in the refrigerant inlet part (160) passes from the part on the first cooling part (110) side through the U-turn part toward the refrigerant outlet part (161) on the opposite side to the first cooling part (110). A dual heat exchanger for a vehicle characterized by flowing .

2. The vehicle duplex system according to claim 1, wherein a direction in which the cooling water flows from the cooling water inlet portion (150) and a direction in which the refrigerant flows from the refrigerant inlet portion (160) are the same direction. Heat exchanger.

In a vehicle dual heat exchanger applied to a vehicle equipped with an engine,
1st tube (111) which is the cooling water which cools an electronic component, Comprising: The cooling water of temperature lower than the temperature of the cooling water of the said engine distribute | circulated , The 1st fin laminated | stacked on the said 1st tube (111) ( 112), a cooling water inlet (150) through which the cooling water flows into the first tube (111), and a cooling water outlet (151) through which the cooling water flows out from the first tube (111). the cooling water and the cooling unit for cooling the cooling water by heat exchange between the air and the (110),
The second tube (121) through which the refrigerant of the refrigeration cycle flows , the second fin (122) stacked on the second tube (121), and the refrigerant inlet (where the refrigerant flows into the second tube (121)) 160), and condensing parts (120a, 120b) for condensing the refrigerant by exchanging heat between the refrigerant and air,
A tank (180) for separating the inflowing refrigerant into a liquid-phase refrigerant and a gas-phase refrigerant while the refrigerant that has passed through the condensing units (120a, 120b) flows in;
A third tube (121a) into which liquid phase refrigerant flows from the tank (180), a third fin (122a) stacked on the third tube (121a), and the liquid phase refrigerant from the third tube (121a). And a supercooling section (120d) for supercooling the liquid phase refrigerant by exchanging heat between the liquid phase refrigerant and the air.
Wherein the condensing unit during the cooling section (110) the subcooling section (120d) (120a, 120b) so as to is arranged, said cooling section (110), said condensation section (120a, 120b) and The supercooling part (120d) is arranged in parallel in the stacking direction of the first, second, and third tubes (111, 121, 121a) and the first, second, and third fins (112, 122, 122a). And a heat exchanger for a vehicle characterized by being integrated .

The cooling water inlet part (150) and the refrigerant inlet part (160) are arranged adjacent to each other, and the direction in which the cooling water flows from the cooling water inlet part (150) and the refrigerant inlet part (160) double heat exchanger for a vehicle according to claim 3, wherein the direction is the same direction in which the refrigerant flows from.

1st tube (111) which is the cooling water which cools an electronic component, Comprising: The cooling water of the temperature of 60 to 70 degreeC distribute | circulates , The 1st fin (112) laminated | stacked on the said 1st tube (111), the cooling water inlet portion through which cooling water flows into the first tube (111) (150), and the cooling water outlet portion to which the cooling water flows out from the first tube (111) having a (151), the cooling water A first cooling part (110) for cooling the cooling water by exchanging heat between the air and air;
The second tube (121) through which the refrigerant of the refrigeration cycle flows , the second fin (122) stacked on the second tube (121), and the refrigerant inlet (160) through which the refrigerant flows into the second tube (121) ), And a second cooling part (120) for cooling the refrigerant by exchanging heat between the refrigerant and air, and a refrigerant outlet part (161) through which the refrigerant flows out from the second tube (121) And
The first cooling part (110) and the second cooling part (120) are arranged in parallel in the stacking direction of the first and second tubes (111, 121) and the first and second fins (112, 122). Has been integrated,
The refrigerant inlet part (160) is disposed in a part of the second cooling part (120) on the first cooling part (110) side,
The refrigerant outlet part (161) is disposed in a part of the second cooling part (120) opposite to the first cooling part (110),
Between the refrigerant inlet part (160) and the refrigerant outlet part (161), there is provided at least one U-turn part in which the flow direction of the refrigerant flowing through the second tube (121) makes a U-turn approximately 180 degrees. et al is,
The refrigerant in the refrigerant inlet part (160) passes from the part on the first cooling part (110) side through the U-turn part toward the refrigerant outlet part (161) on the opposite side to the first cooling part (110). A dual heat exchanger for a vehicle characterized by flowing .