JP6734106B2 - Vehicle heat exchanger - Google Patents

Description

The present invention relates to a plate heat exchanger, and more particularly to a vehicle-mounted heat exchanger that radiates heat discharged by cooling a storage battery to radiator water.

A plate heat exchanger is known as disclosed in Japanese Patent Laid-Open No. 05-126478 (Patent Document 1). The plate heat exchanger includes a plurality of heat transfer plates each having a passage hole and a heat transfer surface. A flow path for passing a different working medium (heat exchange medium) is formed between two adjacent heat transfer plates. One of the different working media is, for example, one which does not undergo a phase change and the other one which condenses in the heat exchanger with a phase change. For example, in a plate heat exchanger, a plurality of heat transfer plates are laminated to alternately form water flow paths and coolant flow paths, and the heat transfer surfaces of the heat transfer plates are interposed between the heat transfer plates. , Heat is exchanged between the water and the refrigerant.

JP, 05-126478, A

In the plate heat exchanger disclosed in Japanese Patent Application Laid-Open No. 05-126478 (Patent Document 1), the passage hole serving as the outlet of the condensed refrigerant is located above the bottom portion of the heat exchanger (refrigerant passage). Has been formed. In the case of this configuration, the condensed refrigerant is likely to accumulate in the heat exchanger (more specifically, in the space below the refrigerant outlet in the space inside the refrigerant passage).

When a large amount of condensed refrigerant accumulates in the heat exchanger, the heat transfer surface is covered by the condensed refrigerant, which reduces heat exchange performance and cycle control stability. There is a high possibility that Of these, the decrease in the stability of cycle control is a problem peculiar to the on-vehicle heat exchanger.

That is, the liquid level of the condensed refrigerant changes as the vehicle moves. When the liquid level fluctuates, the refrigerant flowing out from the water-refrigerant heat exchanger becomes vapor phase or liquid phase. Fluctuations in the liquid level lead to fluctuations in the dryness of the refrigerant flowing out of the water-refrigerant heat exchanger, which in turn results in fluctuations in the flow path resistance of the expansion valve (pressure reducing device). Further, in the case where the vehicle stops on a slope and the liquid surface separates from the refrigerant outlet, the refrigerant having a high degree of dryness continuously flows out from the heat exchanger, resulting in a decrease in cooling capacity.

An object of the present invention is to provide a vehicle-mounted heat exchanger capable of suppressing the condensed refrigerant from accumulating in the refrigerant passage.

The vehicle-mounted heat exchanger according to the present invention is a vehicle-mounted heat exchanger that includes a plurality of laminated heat transfer plates and radiates the heat discharged by cooling the storage battery to radiator water. Of the heat transfer plate has a refrigerant inlet for allowing the refrigerant to flow into a refrigerant passage formed between the two adjacent heat transfer plates, and a refrigerant outlet for letting the refrigerant flow out of the refrigerant passage. The bottom surface portion of the refrigerant flow channel is inclined so that the height decreases from the side where the refrigerant inlet is located to the side where the refrigerant outlet is located.

According to the above configuration, the bottom surface portion of the refrigerant channel is inclined so that the height becomes lower from the side where the refrigerant inlet is located toward the side where the refrigerant outlet is located, The condensed refrigerant moves toward the refrigerant outlet according to the inclined shape of the bottom surface portion of the refrigerant channel, and can be discharged through the refrigerant outlet. As a result, the condensed refrigerant can be prevented from staying in the refrigerant passage.

According to the above configuration, it is possible to obtain the vehicle-mounted heat exchanger capable of suppressing the condensed refrigerant from staying in the refrigerant passage.

FIG. 3 is a schematic diagram showing a battery cooling system 10 to which a vehicle heat exchanger 7 according to Embodiment 1 is attached. 3 is a perspective view showing a vehicle-mounted heat exchanger 7 in Embodiment 1. FIG. 3 is a perspective view showing a disassembled state of the on-vehicle heat exchanger 7 in Embodiment 1. FIG. FIG. 3 is a front view showing a state in which a vehicle-mounted heat exchanger 7 according to Embodiment 1 is mounted in a vehicle. FIG. 4 is a front view showing how the on-vehicle heat exchanger 7 in Embodiment 1 is operating. It is a front view which shows the vehicle-mounted heat exchanger 7 in a comparative example. FIG. 7 is a front view showing a vehicle-mounted heat exchanger 7 according to Embodiment 2. FIG. 7 is a front view showing how the in-vehicle heat exchanger 7 in Embodiment 2 is operating. 6 is a graph showing the relationship between the tilt angle θ and (the amount of liquid pool when the tilt angle θ is set)/(the amount of liquid pool when installed right beside). It is a front view which shows the vehicle-mounted heat exchanger 7 in Embodiment 3. FIG. 11 is a front view showing a manner in which the on-vehicle heat exchanger 7 in Embodiment 3 is operating. It is a perspective view which shows the vehicle-mounted heat exchanger 7 in Embodiment 4. It is a side view which shows the vehicle-mounted heat exchanger 7 in Embodiment 5. It is a side view which shows the vehicle-mounted heat exchanger 7 in Embodiment 6. It is a front view which shows the vehicle-mounted heat exchanger 7 in Embodiment 7. It is a front view which shows the vehicle-mounted heat exchanger 7 in Embodiment 8. It is a front view which shows the vehicle-mounted heat exchanger 7 in Embodiment 9.

The on-vehicle heat exchanger according to the embodiment will be described below with reference to the drawings. The same parts and corresponding parts are denoted by the same reference numerals, and duplicate description may not be repeated.

[Embodiment 1]
(Battery cooling system 10)
FIG. 1 is a schematic diagram showing a battery cooling system 10 to which a vehicle-mounted heat exchanger 7 according to Embodiment 1 is attached. The battery cooling system 10 includes a refrigeration cycle 40, a cycle 50 in which water circulates, and an air duct 60 in which a storage battery 61 is housed and air recirculates. The refrigeration cycle 40 includes a compressor 41, a vehicle-mounted heat exchanger 7 (water-refrigerant heat exchanger), an expansion valve 42, and an evaporator 43. The vehicle-mounted heat exchanger 7 can function as a condenser.

The cycle 50 in which water circulates is composed of a pump 51, a radiator 52, and a vehicle-mounted heat exchanger 7. A storage battery 61, a blower 62, and an evaporator 43 are arranged in the air duct 60, and air is circulated in the air duct 60 by the operation of the blower 62, whereby the storage battery 61 is cooled. The heat discharged by cooling the storage battery 61 is radiated to the radiator water in the cycle 50 via the refrigeration cycle 40.

(In-vehicle heat exchanger 7)
FIG. 2 is a perspective view showing the on-vehicle heat exchanger 7. FIG. 3 is a perspective view showing a disassembled state of the in-vehicle heat exchanger 7. As shown in FIGS. 2 and 3, the in-vehicle heat exchanger 7 includes a plurality of heat transfer plates 1 and end plates 2 and 3. A flow path for passing a heat exchange medium is formed between two adjacent heat transfer plates 1. By stacking a plurality of heat transfer plates 1, a water flow passage for allowing water to flow and a coolant flow passage for causing a refrigerant to pass therethrough (see the refrigerant flow passage 715 in FIG. 4) alternate. Is formed. Each of these refrigerant flow paths has a flat, thin and substantially rectangular parallelepiped space.

Each heat transfer plate 1 is formed with a refrigerant inlet 101, a refrigerant outlet 102, a water inlet 111, and a water outlet 112. The refrigerant inlet 101 allows the refrigerant to flow through the refrigerant passage (the refrigerant passage 715 in FIG. 4) formed between the two adjacent heat transfer plates 1. The refrigerant outlet port 102 causes the refrigerant to flow out from the refrigerant channel. The water inlet 111 allows water to flow through a water flow path formed between two adjacent heat transfer plates 1. The water outlet 112 allows water to flow out from the water flow path.

End plates 2 and 3 are provided at both ends of a laminated body in which a plurality of heat transfer plates 1 are laminated. A refrigerant inlet 21 and a water inlet 22 are formed in the end plate 2. A refrigerant outlet 31 and a water outlet 32 are formed in the end plate 3. The plurality of heat transfer plates 1 and the end plates 2 and 3 are joined to each other by brazing or the like. In the present embodiment, the plurality of heat transfer plates 1 and the end plates 2 and 3 are stacked and joined to each other, so that the vehicle heat exchanger 7 has rounded corners (R It has a substantially rectangular parallelepiped outer shape (with a circle) (see FIG. 3).

As shown in FIG. 3, the refrigerant passes through the refrigerant inlet 21 of the end plate 2 and the refrigerant flow path between the end plate 2 and the heat transfer plate 1 (1A) (see the refrigerant flow path 715 in FIG. 4). Flow into this refrigerant flow path (arrow R2), flow out through the refrigerant outlet 102 of the heat transfer plate 1 (1A), and finally discharge from the refrigerant outlet 31 of the end plate 3. (Arrow R3). The refrigerant from the refrigerant inlet port 21 of the end plate 2 also flows into the refrigerant channel (see the refrigerant channel 715 in FIG. 4) between the heat transfer plate 1 (1B) and the heat transfer plate 1 (1C). Then, it flows in this refrigerant flow path (arrow R2), flows out through the refrigerant outlet 102 of the heat transfer plate 1 (1C), and is finally discharged from the refrigerant outlet 31 of the end plate 3 (arrow R3). ..

Water as the heating medium flows into the water flow path between the heat transfer plate 1 (1A) and the heat transfer plate 1 (1B) through the water inlet 22 of the end plate 2 (arrow W1), The flow (arrow W2) flows out through the water outlet 112 of the heat transfer plate 1 (1B), and is finally discharged from the water outlet 32 of the end plate 3 (arrow W3). Water from the water inlet 22 of the end plate 2 also flows into the water flow path between the heat transfer plate 1 (1C) and the heat transfer plate 1 (1D), flows in this water flow path (arrow W2), and is transferred. It flows out through the water outlet 112 of the heat plate 1 (1D), and is finally discharged from the water outlet 32 of the end plate 3 (arrow W3).

By alternately forming the flow path of the heating medium and the flow path of the refrigerant, it becomes possible to perform heat exchange between the two media via each heat transfer surface of the heat transfer plate 1. The heat discharged by cooling the storage battery 61 can be radiated to the radiator water in the cycle 50 via the refrigeration cycle 40.

FIG. 4 is a front view showing how the on-vehicle heat exchanger 7 is mounted in a vehicle (not shown). In a state in which the on-vehicle heat exchanger 7 is mounted on a vehicle (vehicle placed on a horizontal ground), each of the heat transfer plates 1 is in a standing state along the vertical direction. The refrigerant outlet 31 and the refrigerant outlet 102 are arranged coaxially and are parallel to the horizontal direction. The same applies to the water outlet 32 and the water outlet 112, the refrigerant inlet 21 and the refrigerant inlet 101, and the water inlet 22 and the water inlet 111.

When the on-vehicle heat exchanger 7 having a substantially rectangular parallelepiped outer shape is viewed from the front (in other words, when the on-vehicle heat exchanger 7 is viewed from a direction orthogonal to the end plate 3), the on-vehicle heat exchanger The outer shape of the exchanger 7 has sides 710 and 711 and sides 720 and 721. Each of the sides 710, 711, 720, 721 has a linear shape.

When the on-vehicle heat exchanger 7 is viewed stereoscopically, the portions of the on-vehicle heat exchanger 7 corresponding to the sides 710, 711, 720, 721 each have a flat surface shape. The sides 710 and 711 form the long sides of the outer shape of the vehicle-mounted heat exchanger 7, and the sides 720 and 721 form the short sides of the outer shape of the vehicle-mounted heat exchanger 7. There is. The side 710 constitutes the bottom surface of the in-vehicle heat exchanger 7.

In the present embodiment, the bottom surface portion 716 of the refrigerant flow passage 715 formed in the in-vehicle heat exchanger 7 is located inside (above) the side 710, and the refrigerant inlet 21 is located therein. The height is inclined from the side toward the side where the refrigerant outlet 31 is located. Hereinafter, the said structure is demonstrated more concretely.

An intersection of straight lines drawn by the sides 710 and 720, an intersection of straight lines drawn by the sides 720 and 711, an intersection of straight lines drawn by the sides 711 and 721, and an intersection of straight lines drawn by the sides 721 and 710, respectively. , Points A, B, C, D.

Both the refrigerant outlet 31 and the refrigerant outlet 102 are located below the central position of the vehicle-mounted heat exchanger 7 in the vertical direction. As will be described in detail below, in the present embodiment, assuming that the point A to D closest to the refrigerant outlet 31 is point D, the center point of the refrigerant outlet 31 is points A to C other than the point D. It has the same height as the point A in the lowest position. However, the present invention is not limited to this, and the center point of the refrigerant outlet 31 may be located below the lowest point A of the points A to C other than the point D.

For the sake of convenience, the vehicle-mounted heat exchanger 7 is assumed to be rotatable around the central axis of the refrigerant outlet 31. When the side 710 is installed so as to be horizontal, a horizontal plane passing through the center point of the refrigerant outlet 31 is defined as a reference horizontal plane L1, and a plane passing through the side 710 is defined as a plane L2. The inclination angle θ shown in FIG. 4 is a value represented as an angle of the plane L2 with respect to the reference horizontal plane L1 with the counterclockwise direction being positive.

In the present embodiment, the height position of the center point of the refrigerant outlet 31 and the height position of the point A are the same. That is, the point A is located on the horizontal reference horizontal plane L1 that passes through the center point of the refrigerant outlet 31. The tilt angle θ when this state is formed is defined as an angle θ1. In the present embodiment, the inclination angle θ between the reference horizontal plane L1 and the plane L2 is configured to be the angle θ1.

Referring to FIG. 5, since vehicle-mounted heat exchanger 7 is configured as described above, refrigerant R condensed in refrigerant flow channel 715 follows the inclined shape of bottom surface portion 716 of refrigerant flow channel 715. It is possible to move toward the outflow port 102 and the refrigerant outflow port 31 and be discharged through the refrigerant outflow port 31. It is possible to effectively prevent the condensed refrigerant R (liquid pool) from staying in the refrigerant channel 715, and as a result, the heat transfer surface is deteriorated by covering the heat transfer surface with the condensed refrigerant R. Therefore, it is possible to prevent the stability of cycle control from decreasing and to require a larger amount of refrigerant to be enclosed (increased cost), and it is possible to reduce the effect on global warming.

[Comparative example]
FIG. 6 is a front view showing the on-vehicle heat exchanger 7 in the comparative example. The comparative example differs from the first embodiment in the following points. The vehicle-mounted heat exchanger 7 in the comparative example is installed such that the side 710 is horizontal (parallel to the ground). The value corresponding to the tilt angle θ shown in FIG. 4 is zero. That is, in the on-vehicle heat exchanger 7 in the comparative example, the bottom surface portion 716 of the refrigerant flow passage 715 has a height from the side where the refrigerant inlet 21 is located to the side where the refrigerant outlet 31 is located. It is not inclined to be low, it is horizontal.

In the case of such a configuration, the condensed refrigerant R is likely to accumulate in a portion of the space inside the refrigerant passage 715 below the refrigerant outlet 31. When a large amount of condensed refrigerant accumulates in the on-vehicle heat exchanger 7, the heat transfer surface is covered with the condensed refrigerant R, so that the heat exchange performance deteriorates, the stability of cycle control decreases, and more For example, the amount of refrigerant charged may be required.

As mentioned at the beginning, the liquid level of the condensed refrigerant R fluctuates as the vehicle moves. When the liquid level changes, the refrigerant R flowing out of the on-vehicle heat exchanger 7 becomes a vapor phase or a liquid phase. Fluctuations in the liquid level lead to fluctuations in the dryness of the refrigerant flowing out of the on-vehicle heat exchanger 7, and eventually fluctuations in the flow path resistance of the expansion valve 42 (see FIG. 1). Further, in the case where the vehicle stops on a slope and the liquid surface separates from the refrigerant outlet 31, the refrigerant having a high degree of dryness continuously flows out from the vehicle-mounted heat exchanger 7, thereby lowering the cooling capacity. It will be.

[Second Embodiment]
FIG. 7 is a front view showing the on-vehicle heat exchanger 7 according to the second embodiment. The second embodiment and the first embodiment are different in the following points. The vehicle-mounted heat exchanger 7 in Embodiment 2 is configured such that the height position of the center point of the refrigerant outlet 31 and the height position of the point C are the same. That is, the point C is located on the horizontal reference horizontal plane L1 that passes through the center point of the refrigerant outlet 31.

In the present embodiment, assuming that the point closest to the refrigerant outlet 31 of the points A to D is the point D, the center point of the refrigerant outlet 31 is the lowest position of the points A to C other than the point D. It is the same height as point C at. However, the present invention is not limited to this, and the center point of the refrigerant outlet 31 may be located below the lowest point C of the points A to C other than the point D.

The inclination angle θ when the center point of the refrigerant outlet 31 and the point C are at the same height is defined as an angle θ2. In the present embodiment, the inclination angle θ between the reference horizontal plane L1 and the plane L2 is configured to be the angle θ2. In the present embodiment, the bottom surface portion 717 of the refrigerant flow path 715 formed in the in-vehicle heat exchanger 7 is located inside the side 721 (upper side), and the refrigerant inlet 21 is located therein. The height is inclined from the side toward the side where the refrigerant outlet 31 is located.

Referring to FIG. 8, since vehicle-mounted heat exchanger 7 is configured as described above, refrigerant R condensed in refrigerant flow channel 715 follows the inclined shape of bottom surface portion 717 of refrigerant flow channel 715. It is possible to move toward the outflow port 102 and the refrigerant outflow port 31 and be discharged through the refrigerant outflow port 31. As a result, it is possible to effectively prevent the condensed refrigerant R (liquid pool) from staying in the refrigerant passage 715.

[Third Embodiment]
(Θ1≦inclination angle θ≦θ2)
The line L3 in FIG. 9 indicates the inclination angle θ and (the amount of liquid pool in the refrigerant flow path 715 when the on-vehicle heat exchanger 7 is set to the inclination angle θ)/(the on-vehicle heat exchanger 7 is directly on the side). Is a graph showing a relationship with the amount of the liquid pool in the refrigerant passage 715 when the vehicle-mounted heat exchanger 7 is set to the inclination angle θ=0°.

When the tilt angle θ gradually increases from the tilt angle θ=0°, the amount of liquid pool in the refrigerant flow path 715 decreases. The inclination angle θ is set to a value close to 0° (0°≦inclination angle θ<θ1) so that the liquid surface is in contact with the side 720, or the inclination angle θ is close to 90° ( When the liquid surface is in contact with the side 711 by setting θ2<inclination angle θ≦90°), the cross-sectional shape of the refrigerant R condensed in the refrigerant passage 715 is rectangular or trapezoidal.

With reference to FIGS. 10 and 11, when θ1≦inclination angle θ≦θ2, the cross-sectional shape of the refrigerant R condensed in the refrigerant passage 715 has a triangular shape. .. Therefore, as shown by the line L3 in FIG. 9, when θ1≦inclination angle θ≦θ2 is more than in the case of 0°≦inclination angle θ<θ1 or θ2<inclination angle θ≦90°. , The slope of the line L3 becomes gentle.

In other words, compared with the case of 0°≦inclination angle θ<θ1 or θ2<inclination angle θ≦90°, in the case of θ1≦inclination angle θ≦θ2, the change of the inclination angle θ is Amount in the refrigerant flow passage 715 when the heat exchanger 7 for vehicle is set at the inclination angle θ)/(Amount of liquid accumulation in the coolant flow passage 715 when the on-vehicle heat exchanger 7 is installed directly beside) Changes less.

That is, when the vehicle accelerates or decelerates, the vehicle travels on a slope, or the vehicle travels on a curved road, the liquid level of the condensed refrigerant fluctuates. By setting θ1≦inclination angle θ≦θ2, it is possible to suppress the fluctuation of the liquid level of the condensed refrigerant, reduce the amount of liquid pool in the refrigerant flow passage 715, and eventually cycle control. It is possible to improve the stability of. Therefore, preferably, the on-vehicle heat exchanger 7 is configured so that θ1≦inclination angle θ≦θ2.

[Embodiment 4]
FIG. 12 is a perspective view showing the on-vehicle heat exchanger 7 according to the fourth embodiment. The arrow Z shown in the drawing indicates the vertical direction (gravitational direction). The plane indicated by the arrow X-Y is horizontal (parallel to the ground). The fourth embodiment and the first embodiment are different in the following points.

In the first embodiment, when the on-vehicle heat exchanger 7 is mounted on the vehicle (vehicle placed on the horizontal ground), each of the heat transfer plates 1 is in a state of standing upright along the vertical direction. Is forming. In the present embodiment, each of heat transfer plates 1 is set to be inclined with respect to the vertical direction.

Also in the present embodiment, the bottom surface portion 716 of the refrigerant channel 715 formed in the in-vehicle heat exchanger 7 extends from the side where the refrigerant inlet 21 is located to the side where the refrigerant outlet 31 is located. It is inclined so that the height becomes low. Of the intersections of the straight lines (planes) drawn by the sides 710 and 720, the portion located on the end plate 3 side is designated as point A, and the portion located on the end plate 2 side is designated as point E. The point E on the bottom surface (side 710) of the container 7 is arranged to be higher than the height of the center point of the refrigerant outlet 31.

According to the configuration, the refrigerant condensed in the refrigerant flow passage 715 is more likely to move toward the refrigerant outlet 102 and the refrigerant outlet 31 according to the inclined shape of the bottom surface portion 716 of the refrigerant passage 715. It becomes possible to discharge more through 31. As a result, it is possible to further suppress the condensed refrigerant (liquid pool) from staying in the refrigerant passage 715.

Here, among intersections of straight lines (planes) drawn by the sides 710 and 721, a portion located on the end plate 3 side is designated as point D, and a portion located on the end plate 2 side is designated as point F. In the present embodiment, assuming that the point A, D, E, F that is farthest from the refrigerant outlet 31 is point E, the center point of the refrigerant outlet 31 is lower than the height of the point E. It is arranged. The present invention is not limited to this, and the center point of the refrigerant outlet 31 may be arranged at the same height position as the height of the point E.

[Fifth Embodiment]
FIG. 13 is a side view showing the on-vehicle heat exchanger 7 according to the fifth embodiment. The fifth embodiment and the first embodiment are different in the following points. In the first embodiment, the height position of the center point of the refrigerant outlet 31 and the height position of the point A are the same (see FIG. 4 ). In the first embodiment, the refrigerant outlet 31 and the refrigerant outlet 102 are coaxially arranged and parallel to the horizontal direction.

In the present embodiment, the height position of the center point of the refrigerant outlet 31 is configured to be higher than the height position of the point A (see FIG. 13). The side 710 (portion passing through the point A) is parallel to the horizontal direction. On the other hand, the bottom surface portion 716 of the refrigerant flow passage 715 formed in the in-vehicle heat exchanger 7 has a height that decreases from the side where the refrigerant inlet 21 is located to the side where the refrigerant outlet 31 is located. Is inclined to become. The central axes of the refrigerant outlet 31 and the refrigerant outlet 102 are also inclined so that the end plate 2 side is higher and the end plate 3 side is lower.

It is assumed that a horizontal plane passing through the center point of the refrigerant outlet 31 is a reference horizontal plane L4 and a plane parallel to the bottom surface portion 716 of the refrigerant channel 715 is a plane L5. In FIG. 13, for convenience, the plane L5 is drawn so as to coincide with the central axes of the refrigerant outlet 31 and the refrigerant outlet 102. The tilt angle θ′ shown in FIG. 13 is a value expressed as the angle of the plane L5 with respect to the reference horizontal plane L4, with the counterclockwise direction being positive.

In the present embodiment, the height position of the center point of the refrigerant outlet 31 and the height position of the point E are the same. That is, the point A is located on the horizontal reference horizontal plane L4 that passes through the center point of the refrigerant outlet 31. The tilt angle θ′ when this state is formed is defined as the angle θ1′. In the present embodiment, the inclination angle θ′ between the reference horizontal plane L4 and the plane L5 is configured to be the angle θ1′.

Even when the on-vehicle heat exchanger 7 is configured as described above, the refrigerant condensed in the refrigerant channel 715 follows the inclined shape of the bottom surface portion 716 of the refrigerant channel 715 and the refrigerant outlet 102 and the refrigerant outlet. It is possible to move toward 31 and be discharged through the refrigerant outlet 31. As a result, the condensed refrigerant (liquid pool) can be effectively suppressed from staying in the refrigerant passage 715.

[Sixth Embodiment]
FIG. 14 is a side view showing the on-vehicle heat exchanger 7 according to the sixth embodiment. The sixth embodiment and the fifth embodiment are different in the following points. The vehicle-mounted heat exchanger 7 in the sixth embodiment is configured such that the inclination angle θ′ between the reference horizontal plane L4 and the plane L5 is the angle θ2′ (=90°-35°=55°). There is.

According to this configuration, when the vehicle is tilted at an angle of less than 35° (for example, when the vehicle climbs a slope of less than 35°), the heat transfer plate 1 does not become horizontal. Even when the vehicle is placed in such a situation, according to the present embodiment, the refrigerant condensed in refrigerant channel 715 follows the refrigerant outlet according to the inclined shape of bottom surface portion 716 of refrigerant channel 715. It is possible to move toward 102 and the refrigerant outlet 31 and be discharged through the refrigerant outlet 31. As a result, the condensed refrigerant (liquid pool) can be effectively suppressed from staying in the refrigerant passage 715. Preferably, the on-vehicle heat exchanger 7 is configured so that θ1′≦inclination angle θ′≦θ2′.

[Embodiment 7]
FIG. 15 is a front view showing the on-vehicle heat exchanger 7 according to the seventh embodiment. In the first embodiment, when each of the heat transfer plates 1 is viewed from the front, each of the heat transfer plates 1 has a substantially rectangular outer shape with rounded corners (with R) ( (See FIG. 4).

As shown in FIG. 15, in the present embodiment, when each heat transfer plate 1 is viewed from the front, each heat transfer plate 1 has a substantially trapezoidal shape with rounded corners (with R). It has the outer shape of. The height position of the center point of the refrigerant outlet 31 and the height position of the point A are configured to be the same, and a horizontal plane passing through the center point of the refrigerant outlet 31 is defined as a reference horizontal plane L1. The point D is located below the reference horizontal plane L1.

With this configuration as well, the bottom surface portion 716 of the refrigerant flow path 715 formed in the in-vehicle heat exchanger 7 is located inside (above) the side 710, and from the side where the refrigerant inlet 21 is located. It is inclined so that the height decreases toward the side where the refrigerant outlet 31 is located. With this configuration as well, it is possible to effectively prevent the condensed refrigerant (liquid pool) from staying in the refrigerant channel 715.

[Embodiment 8]
FIG. 16 is a front view showing the on-vehicle heat exchanger 7 according to the eighth embodiment. In Embodiment 7, when each of the heat transfer plates 1 is viewed from the front, each of the heat transfer plates 1 has a substantially trapezoidal outer shape with rounded corners (with R) ( (See FIG. 15).

In the present embodiment, when each of the heat transfer plates 1 is viewed from the front, each of the heat transfer plates 1 has a substantially parallelogram outer shape with rounded corners (with R). ing. The height position of the center point of the refrigerant outlet 31 and the height position of the point A are configured to be the same, and a horizontal plane passing through the center point of the refrigerant outlet 31 is defined as a reference horizontal plane L1. The point D is located below the reference horizontal plane L1. With this configuration as well, it is possible to effectively prevent the condensed refrigerant (liquid pool) from staying in the refrigerant channel 715.

[Ninth Embodiment]
FIG. 17 is a front view showing the on-vehicle heat exchanger 7 according to the ninth embodiment. In Embodiment 7, when each of the heat transfer plates 1 is viewed from the front, each of the heat transfer plates 1 has a substantially trapezoidal outer shape with rounded corners (with R) ( (See FIG. 15). In the seventh embodiment, the side 711 is horizontal.

As shown in FIG. 17, the side 711 does not have to be horizontal. In the present embodiment, the side 711 is configured so that the point C is higher than the height position of the point B. With this configuration as well, the bottom surface portion 716 of the refrigerant flow path 715 formed in the in-vehicle heat exchanger 7 rises from the side where the refrigerant inlet 21 is located to the side where the refrigerant outlet 31 is located. Inclination so that the height becomes low can effectively prevent the condensed refrigerant (liquid pool) from staying in the refrigerant passage 715.

Although the embodiments have been described above, the above disclosure is illustrative in all points and not restrictive. The technical scope of the present invention is shown by the claims, and is intended to include meanings equivalent to the claims and all modifications within the scope.

DESCRIPTION OF SYMBOLS 1 Heat transfer plate, 2,3 end plate, 7 Vehicle-mounted heat exchanger, 10 Battery cooling system, 21,101 Refrigerant inflow port, 22,111 Water inflow port, 31,102 Refrigerant outflow port, 32,112 Water outflow port, 40 Refrigeration cycle, 41 compressor, 42 expansion valve, 43 evaporator, 50 cycle, 51 pump, 52 radiator, 60 air duct, 61 storage battery, 62 blower, 710, 711, 720, 721 side, 715 refrigerant flow path, 716, 716 717 Bottom part, A, B, C, D, E, F points, L1, L4 reference horizontal plane, L2, L5 plane, L3 line, R refrigerant, R1, R2, R3, W1, W2, W3, X, Z Arrows ..

Claims (1)

A heat exchanger for vehicles, which comprises a plurality of heat transfer plates stacked, and radiates the heat discharged by cooling the storage battery to radiator water,
The plurality of heat transfer plates include a refrigerant inlet for allowing a refrigerant to flow into a refrigerant passage formed between two adjacent heat transfer plates, and a refrigerant outlet for causing a refrigerant to flow out from the refrigerant passage. Have
The bottom surface portion of the refrigerant channel is inclined so that the height decreases from the side where the refrigerant inlet is located to the side where the refrigerant outlet is located ,
The heat transfer plate has a trapezoidal or parallelogram outer shape with rounded corners, and a pair of sides arranged laterally is arranged so as to be parallel to the vertical direction. In- vehicle heat exchangers.

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