KR20230109208A - Commercial vehicle cooling system - Google Patents

Abstract

The invention of a cooling device for a commercial vehicle is disclosed. A cooling device for a commercial vehicle of the present invention includes a power supply unit having a plurality of power sources, a compressor that is operated by power transmitted through the power supply unit and converts the delivered refrigerant into a high-temperature and high-pressure refrigerant, and a high-temperature and high-pressure unit discharged from the compressor. A condenser that receives the refrigerant and converts it into a low-temperature, high-pressure refrigerant, a heat conversion unit that changes the low-temperature, high-pressure refrigerant into a low-temperature, low-pressure refrigerant by a pressure change, and a heat conversion unit that receives the refrigerant that has passed through and supplies cold air to the interior of the commercial vehicle. A second evaporator receives the refrigerant that has passed through the first evaporator and the heat conversion unit and supplies cold air to the inside of the cargo compartment.

Description

Commercial vehicle cooling system {COMMERCIAL VEHICLE COOLING SYSTEM}

The present invention relates to a cooling device for a commercial vehicle, and more particularly, to a cooling device for a commercial vehicle that performs cooling using a dual compression method.

In general, a commercial vehicle is a device for loading and transporting cargo in a cargo compartment. Among cargoes transported using commercial vehicles, there are cargoes that need to be moved below a set temperature, and for this purpose, a commercial vehicle cooling device is installed in the commercial vehicle.

A commercial vehicle equipped with a cooling system is also called a refrigerated van. In general, a refrigeration van refers to a vehicle equipped with a cooling device to maintain the freshness of milk and frozen food in order to supply various types of milk and frozen food (meat and fish) processed in the production area (production area) to consumers.

Frozen foods processed in the production area go through many distribution periods and processes from sellers to consumers. In order to maintain the freshness of frozen foods, a freezing means is required, and one of the most common methods for distributing such frozen foods is a transportation method using a refrigerated van.

A cooling device installed in a conventional refrigerator van uses only one compressor driven by an engine, and when the engine of the vehicle is stopped, the temperature of the refrigerating compartment drops, so that the engine must be continuously operated, resulting in increased fuel efficiency.

The background art of the present invention is published in Korean Patent Registration Publication No. 10-1462576 (registered on November 11, 2014, title of the invention: cooling device for refrigerated vehicles).

An object of the present invention is to provide a cooling device for a commercial vehicle capable of smoothly supplying cold air in a refrigerating compartment even when the engine is stopped.

The objects of the present invention are not limited to the above-mentioned objects, and other objects and advantages of the present invention not mentioned above can be understood by the following description and will be more clearly understood by the examples of the present invention. It will also be readily apparent that the objects and advantages of the present invention may be realized by means of the instrumentalities and combinations indicated in the claims.

A cooling device for a commercial vehicle according to the present invention includes a power supply unit having a plurality of power sources, a compressor that is operated by power transmitted through the power supply unit and converts the delivered refrigerant into a high-temperature, high-pressure refrigerant, and a high-temperature discharged from the compressor. A condenser that receives the high-pressure refrigerant and converts it into a low-temperature, high-pressure refrigerant, a heat conversion unit that changes the low-temperature, high-pressure refrigerant into a low-temperature, low-pressure refrigerant by pressure change, and receives the refrigerant that has passed through the heat conversion unit to supply cold air to the interior of the commercial vehicle. and a second evaporator receiving the refrigerant passing through the heat conversion unit and supplying cold air to the inside of the cargo compartment.

In addition, the power supply unit includes a first power supply unit including an engine of the commercial vehicle and a second power supply unit receiving power from the outside of the commercial vehicle.

In addition, the compressor includes a first compressor operated by receiving power through the first power supply unit and a second compressor operated by receiving power supplied through the second power supply unit.

In addition, the first compressor operates to drive the cooling system during the day or when the vehicle is driving, and the second compressor operates at night or when the vehicle is parked to store cold air in at least one of the first evaporator and the second evaporator. .

Also, the first compressor is an engine-driven compressor, and the second compressor is an electrically driven compressor.

In addition, the heat conversion unit is made of a spiral tube and has a first spiral tube that depressurizes and liquefies the refrigerant discharged from the condenser, and a spiral tube having a smaller diameter than the first spiral tube and refrigerant discharged from the first spiral tube. It includes a second spiral tube for depressurizing and cooling.

In addition, the heat conversion unit is installed between the condenser and the first spiral tube, and further includes an expansion unit having a spherical inner space.

In addition, the heat conversion unit connects the first spiral tube and the second spiral tube and faces the first connection unit and the first connection unit respectively supplying the refrigerant from the first spiral tube to the inlet of the second spiral tube arranged in parallel. It is installed on and includes a second connection for outputting the refrigerant coming out of the outlet of the second spiral tube arranged in parallel to a single tube.

In addition, the commercial vehicle further includes a protruding support portion protruding outward from the cargo compartment, having a condenser installed therein, and having a plurality of ventilation holes.

In addition, the first evaporator is installed in the engine room of the commercial vehicle, and the second evaporator is installed inside the upper part of the cargo compartment.

Since the cooling device for a commercial vehicle according to the present invention uses a first compressor operated by engine power and a second compressor operated by external power supply, cool air can be smoothly supplied to the inside of the cargo compartment even when the engine is stopped.

In addition, according to the present invention, since the area in which the heat exchanger for condensation is installed is reduced by using the heat conversion unit, the degree of freedom in product design can be improved.

In addition to the effects described above, specific effects of the present invention will be described together while explaining specific details for carrying out the present invention.

1 is a block diagram of a commercial vehicle cooling device according to an embodiment of the present invention.
2 is a diagram showing a thermal conversion unit according to an embodiment of the present invention.
3 is a view showing a first spiral tube according to an embodiment of the present invention.
4 is a view showing a second spiral tube according to an embodiment of the present invention.
5 is a view showing a state in which a cooling device for a commercial vehicle according to an embodiment of the present invention is installed in a commercial vehicle.
6 is a view showing a protruding support according to an embodiment of the present invention.

The above objects, features and advantages will be described later in detail with reference to the accompanying drawings, and accordingly, those skilled in the art to which the present invention belongs will be able to easily implement the technical spirit of the present invention. In describing the present invention, if it is determined that the detailed description of the known technology related to the present invention may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted. Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the accompanying drawings. In the drawings, the same reference numerals are used to indicate the same or similar components.

Although first, second, etc. are used to describe various components, these components are not limited by these terms, of course. These terms are only used to distinguish one component from another component, and unless otherwise stated, the first component may be the second component, of course.

Hereinafter, the arrangement of an arbitrary element on the "upper (or lower)" or "upper (or lower)" of a component means that an arbitrary element is placed in contact with the upper (or lower) surface of the component. In addition, it may mean that other components may be interposed between the component and any component disposed on (or under) the component.

In addition, when a component is described as "connected", "coupled" or "connected" to another component, the components may be directly connected or connected to each other, but other components may be "interposed" between each component. ", or each component may be "connected", "coupled" or "connected" through other components.

Throughout the specification, unless otherwise stated, each element may be singular or plural.

Singular expressions used herein include plural expressions unless the context clearly dictates otherwise. In this application, terms such as "consisting of" or "comprising" should not be construed as necessarily including all of the various components or steps described in the specification, and some of the components or some of the steps It should be construed that it may not be included, or may further include additional components or steps.

Throughout the specification, when "A and/or B" is used, this means A, B or A and B unless otherwise specified, and when used as "C to D", this means unless otherwise specified As long as there is no, it means C or more and D or less.

1 is a block diagram of a commercial vehicle cooling device 1 according to an embodiment of the present invention. A cooling device 1 for a commercial vehicle according to an embodiment of the present invention will be described with reference to FIG. 1 .

Since the commercial vehicle cooling device 1 uses a defrosting heat pump, it can automatically remove frost generated in the first evaporator 100 and the second evaporator 110, and the first compressor 22 and the second compressor It operates in a dual compression scheme using (24).

The cooling device 1 for a commercial vehicle can maintain the temperature inside the cargo compartment 140 at a constant level to ensure the freshness of transported cargo. In the cooling cycle of the commercial vehicle cooling system 1, the refrigerant discharged from the compressor 20 moves to the condenser 30, and the refrigerant moved to the condenser 30 moves to the heat conversion unit 40 again.

The refrigerant moved to the heat conversion unit 40 sequentially passes through the expansion valve 200 and the control valve 120 and then goes to the first evaporator 100 and the second evaporator 110 to exchange heat with surrounding air. And the refrigerant discharged from the first evaporator 100 and the second evaporator 110 is moved to the compressor 20 to form a circulation structure.

Therefore, in the commercial vehicle cooling device 1 according to an embodiment of the present invention, the control of the system is simple compared to installing two cooling cycles to operate the first evaporator 100 and the second evaporator 110. and reliability is improved.

5 is a view showing a state in which a commercial vehicle cooling device 1 according to an embodiment of the present invention is installed in a commercial vehicle 130, and FIG. 6 shows a protruding support 150 according to an embodiment of the present invention. it is a drawing

As shown in FIGS. 1, 5 and 6, the commercial vehicle 130 includes a truck, a truck, a refrigerated vehicle, a specially equipped vehicle, and the like, and a cargo compartment 140 is installed at the rear of the commercial vehicle 130, and the cargo compartment 140 ) In front of the driver's seat and the engine room 160 are installed.

In addition, a protruding support part 150 is installed on an outer surface of the cargo compartment 140 located in front of the cargo compartment 140 . The protruding support part 150 protrudes outward from the cargo compartment 140, the condenser 30 is installed inside, and can be transformed into various shapes within the technical idea of having a plurality of ventilation holes 152.

The protruding support part 150 according to an embodiment of the present invention is made of a carbon composite material sandwich structure and has a plurality of ventilation holes 152 to facilitate heat exchange with outside air.

Also, the first evaporator 100 is installed in the engine room 160 of the commercial vehicle 130, and the second evaporator 110 is installed inside the upper portion of the cargo compartment 140.

The power supply unit 10 may use various types of power sources within the technical concept of having a plurality of power sources.

The power supply unit 10 according to an embodiment of the present invention includes a first power supply unit 12 including an engine of the commercial vehicle 130 and a second power supply unit 14 receiving power from the outside of the commercial vehicle 130. ). The first power supply unit 12 is composed of a vehicle engine, and the second power supply unit 14 is composed of an external power source.

Conventional cooling systems obtain driving force by converting rotational force of an engine into electrical energy. Therefore, in the prior art, the temperature of the cargo compartment 140 could not be maintained because the cooling system also operated unstable according to the operating state of the engine.

Therefore, since the present invention uses an external power source as the second power supply unit 14, the commercial vehicle cooling device 1 can be driven even when the engine of the vehicle is stopped. The second power supply unit 14 may be safely installed in the second compressor 24, which is an electric drive compressor 20 installed under the cargo compartment 140.

The compressor 20 is operated by power transmitted through the power supply unit 10, and within the technical idea of converting the refrigerant delivered through the first evaporator 100 and the second evaporator 110 into high-temperature and high-pressure refrigerant, various shape can be transformed.

The compressor 20 inhales and compresses the low-temperature and low-pressure gaseous refrigerant to increase the pressure to close the distance between molecules and raise the temperature so that it can be easily liquefied in the condenser 30.

By the action of the compressor 20, the refrigerant circulates in the cooling system while repeating the process of evaporation and condensation, and transfers heat from a low temperature to a high temperature. At this time, the amount of work of the compressor 20 is equal to the change in the enthal ratio of the inlet and outlet of the compressor 20. The compressor 20 is preferably installed adjacent to the power supply unit 10.

The compressor 20 of the present invention includes a first compressor 22 operated by receiving power through the first power supply unit 12 and a second compressor 24 operated by receiving power supplied through the second power supply unit 14 ).

During daytime or vehicle driving, the first compressor 22 operates to drive the cooling system, and at night or during parking, the second compressor 24 operates to operate at least one of the first evaporator 100 and the second evaporator 110. Store cold in any one.

In the present invention, the first compressor (22) is an engine-driven compressor (20), and the second compressor (24) is an electrically driven compressor (20).

The first compressor 22, which is the engine-driven compressor 20, circulates the cooling system by obtaining driving force from the engine of the vehicle during the daytime or during driving, and the second compressor 24, which is the electric drive compressor 20, circulates the cooling system at night or during parking. Get driving force from an external power source.

The second compressor 24 is installed under the cargo compartment 140 and can be used as a dual type compressor 20 together with the first compressor 22 .

The dual compression method is divided into a primary operation method and a secondary operation method. In the primary operation method, the engine-driven compressor 20 is used as the first compressor 22, and the commercial vehicle cooling system 1 operates in the engine ON state.

In the secondary operation method, the DC power driven compressor 20 is used as the second compressor 24, and when the battery is fully charged in the engine ON state, in the first compressor 22, which is the engine driven compressor 20, the DC compressor 20 ), the second compressor 24 converts and operates. The first compressor 22 and the second compressor 24 can be alternately operated for cooling.

When the engine is turned off, the temperature can be maintained at -5 degrees or less for more than 4 hours using only the second compressor 24, so it is eco-friendly. In addition, when operated in the above manner, greenhouse gases are reduced by 30% or more, and fuel efficiency is improved by 50% or more, so vehicle performance can be improved.

In addition, since the 24V DC driven compressor 20 is used as the second compressor 24, its capacity can be increased by 50% or more compared to the prior art.

The condenser 30 can be transformed into various shapes within the technical idea of receiving the high-temperature, high-pressure refrigerant discharged from the compressor 20 and converting it into a low-temperature, high-pressure refrigerant. The condenser 30 releases the heat of the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 20 into air at room temperature to condense and liquefy it. That is, the gaseous refrigerant condensed in the condenser 30 loses latent heat of condensation to the surroundings through cooling water or air.

At this time, the amount of heat lost from the condensed gaseous refrigerant to the surroundings through cooling water or steam is equal to the difference between the enthalpy of the gaseous refrigerant at the inlet of the condenser 30 and the enthalpy of the liquid refrigerant at the outlet of the condenser 30.

The thermal conversion unit 40 can be transformed into various shapes within the technical idea of changing a low-temperature, high-pressure refrigerant into a low-temperature, low-pressure refrigerant by a pressure change. The thermal conversion unit 40 according to an embodiment of the present invention includes an expansion unit 50, a first spiral tube 60, a first connection unit 70, a second spiral tube 80, and a second connection unit 90. includes

In addition, the heat conversion unit 40 transfers the medium-temperature refrigerant to the expansion valve 200 by adding heat conversion devices to the high pressure side (high temperature) and the low pressure side (low temperature) of the evaporator, so that the heat exchange target space can be polarized.

With the installation of the thermal conversion unit 40, the cooling efficiency can be improved by 10% and the degree of supercooling can be improved by 7 degrees. In addition, the heat conversion unit 40 is located before the expansion valve 200, and may be located between high pressure and low pressure.

The expansion unit 50 is installed between the condenser 30 and the first spiral tube 60 and has a spherical inner space.

2 is a view showing a thermal conversion unit 40 according to an embodiment of the present invention, FIG. 3 is a view showing a first spiral tube 60 according to an embodiment of the present invention, and FIG. It is a drawing showing the second spiral pipe 80 according to an embodiment of the invention.

As shown in FIGS. 2 to 4 , the first spiral tube 60 is made of a spiral tube and depressurizes and liquefies the refrigerant discharged from the condenser 30 . Both ends of the first spiral tube 60 are connected to the expansion part 50 and the first connection part 70 .

The first connection part 70 connects the first spiral tube 60 and the second spiral tube 80, and the refrigerant from the first spiral tube 60 is passed through the inlet of the second spiral tube 80 disposed in parallel. each supplied with The first connection part 70 branches the refrigerant from one first spiral tube 60 to two second spiral tubes 80 .

The first spiral tube 60 is in the form of spirally wound tubules. The inner diameter and the number of turns of the first spiral tube 60 are determined from various specifications such as the refrigerating capacity of the refrigeration system, but the inner diameter is 2 to 150 mm, preferably the inner diameter is 2 to 50 mm, the most preferable in practice. Preferably, the inner diameter is 3 to 8 mm. For example, in the case of a refrigerator of about 2000 cal/h using Fron refrigerant R134a, the inner diameter of the tube is 5 mm, the number of turns is 23, the diameter of the spiral is 30 mm, and the length of the tube is 2.3 m.

When some liquefied refrigerant enters the first spiral tube 60, the refrigerant is accelerated by the action of the compressor 20 (referred to as a refrigerant acceleration phenomenon), resulting in reduced pressure and enthalpy reduction. The amount of liquefaction of the refrigerant passing through the first spiral tube 60 is increased, and at the outlet of the first spiral tube 60, it becomes a liquid refrigerant of medium pressure (0.4 to 0.6 MPa).

The main cause of the temperature drop in the first spiral tube 60 is that the enthalpy of the refrigerant, which is thermal energy, is converted into velocity energy in the first spiral tube 60, reducing the enthalpy of the refrigerant and lowering the temperature. do. That is, the first spiral tube 60 constitutes an energy conversion device that converts enthalpy into velocity energy.

Since the second spiral tube 80 is formed of two tubules, the first connection portion 70 has two connection holes for connecting to the second spiral tube 80, but the number of connection holes is limited to the second spiral tube 80. It corresponds to the number of tubules constituting the tube 80.

The second spiral tube 80 has a smaller diameter than the first spiral tube 60, is made of a spiral tube, and decompresses and cools the refrigerant discharged from the first spiral tube 60.

The medium-pressure liquid refrigerant is converted into a medium-pressure liquid refrigerant in the first spiral tube (60), and the refrigerant moves to the second spiral tube (80) via the first connector (70). Like the first spiral tube 60, the second spiral tube 80 is formed by winding a tubule in a spiral shape.

The inner diameter of the second spiral tube (80) is set smaller than that of the first spiral tube (60). For example, when the inner diameter of the first spiral tube 60 is set to 3 to 8 mm, the inner diameter of the second spiral tube 80 is preferably 1.2 to 3 mm. In the present embodiment, two spirally wound second spiral tubes 80 are connected in parallel, but three or more may be connected in parallel, or one may be used. It is also possible to connect two spiral capillaries in different winding directions in series. In addition, a form in which two spiral-shaped tubules are connected in parallel in a state connected in series is also possible.

In the state where the second spiral tube 80 is provided with a plurality of pressure reducing tubes connected in parallel, the cross-sectional area of the portion through which the refrigerant flows is preferably smaller than the cross-sectional area of the first spiral tube 60. By reducing the cross-sectional area of the second spiral tube 80, as described later, the refrigerant is accelerated while spin-rotating in the second spiral tube 80, and the pressure decreases, so the cooling effect is enhanced.

The second spiral tube 80 includes a first pressure reducing tube 82 and a second pressure reducing tube 84 . The first decompression tube 82 and the second decompression tube 84 are connected in parallel, and the first decompression tube 82 and the second decompression tube 84 are spirally wound.

Similar to the temperature drop in the first spiral tube 60, which is the main cause of the temperature drop in the second spiral tube 80, the enthalpy of the refrigerant, which is thermal energy, is converted into velocity energy, so that the enthalpy is reduced and the positive temperature degradation occurs.

That is, like the first spiral tube 60, the second spiral tube 80 constitutes an energy conversion device that converts the enthalpy of the refrigerant into velocity energy.

It is installed at a position facing the first connection part 70 and includes a second connection part 90 that outputs the refrigerant coming out of the outlet of the parallelly arranged second spiral tube 80 into a single pipe. The second connection part 90 is connected to the expansion valve 200 through a conduit. Accordingly, the refrigerant discharged through the second connection part 90 moves to the expansion valve 200 .

If necessary, the expansion valve 200 may disappear and the heat conversion unit 40 may take the place of the function of the expansion valve 200 .

The first evaporator 100 receives the refrigerant that has passed through the heat conversion unit 40 and supplies cold air to the interior of the commercial vehicle 130 . The first evaporator 100 is installed inside the engine room 160 and supplies cooled air to the interior of the commercial vehicle 130 .

The second evaporator 110 receives the refrigerant that has passed through the heat conversion unit 40 and supplies cold air to the inside of the cargo compartment 140 . The second evaporator 110 is installed inside the cargo compartment 140 and cools the goods loaded in the cargo compartment 140 to a set temperature.

The control valve 120 is installed at a portion where a pipe receiving refrigerant discharged from the expansion valve 200 branches into the first evaporator 100 and the second evaporator 110 . Since the control valve 120 controls the flow of the refrigerant, the refrigerant can be supplied to at least one of the first evaporator 100 and the second evaporator 110 .

Also, the control valve 120 may not supply refrigerant to both the first evaporator 100 and the second evaporator 110 . This control valve 120 is operated under the control of a control unit that receives the measurement value of the temperature sensor.

The expansion valve 200 throttles the refrigerant from the heat conversion unit 40 to lower the temperature and pressure, and then transfers the refrigerant to the first evaporator 100 and the second evaporator 110 . Throttling refers to a phenomenon in which, when a fluid passes through a narrow passage such as a nozzle or orifice, the pressure decreases without exchanging heat or work with the outside. During the throttling process, a part of the liquid refrigerant evaporates to become wet steam, and the temperature of the wet steam decreases as much as the latent heat required by evaporation. Theoretically, the expansion process is an adiabatic process, so there is no change in enthalpy.

The defrosting unit prevents frost due to dew condensation in the first evaporator 100 and the second evaporator 110 . This is because when frost occurs, the heat passage rate is lowered and the freezing capacity is also lowered. The defrosting unit operates when the time set by the timer is reached.

Before the defrost unit operates, power is first cut off to stop the operation of the compressor 20 . Next, power is supplied to the defrost unit to start defrosting operation. When the set time elapses, the defrost unit stops and the compressor 20 is operated by the power supply unit 10 .

Since the cooling device 1 for a commercial vehicle according to the present invention uses a first compressor 22 operated by engine power and a second compressor 24 operated by external power supply, the cargo compartment 140 operates even when the engine is stopped. ) can smoothly supply cool air to the inside.

In addition, in the present invention, since the area in which the heat exchanger for condensation is installed is reduced by using the heat conversion unit 40, the degree of freedom in product design can be improved.

As described above, the present invention has been described with reference to the drawings illustrated, but the present invention is not limited by the embodiments and drawings disclosed in this specification, and various modifications are made by those skilled in the art within the scope of the technical idea of the present invention. It is obvious that variations can be made. In addition, although the operational effects according to the configuration of the present invention have not been explicitly described and described while describing the embodiments of the present invention, it is natural that the effects predictable by the corresponding configuration should also be recognized.

1: Cooling system for commercial vehicles
10: power supply unit 12: first power supply unit 14: second power supply unit
20: compressor 22: first compressor 24: second compressor
30: condenser
Reference Numerals 40: thermal conversion unit 50: expansion unit 60: first spiral tube 70: first connection unit 80: second spiral tube 82: first decompression tube 84: second decompression tube 90: second connection unit
100: first evaporator
110: second evaporator
120: control valve
130: commercial vehicle
140: cargo compartment
150: protruding support 152: ventilation hole
160: engine room
200: expansion valve

Claims (10)

A power supply unit having a plurality of power sources;
a compressor operated by power transmitted through the power supply unit and converting the delivered refrigerant into a high-temperature, high-pressure refrigerant;
a condenser that receives the high-temperature and high-pressure refrigerant discharged from the compressor and converts it into a low-temperature and high-pressure refrigerant;
a heat conversion unit that changes the low-temperature and high-pressure refrigerant into a low-temperature and low-pressure refrigerant by a pressure change;
a first evaporator receiving the refrigerant that has passed through the heat conversion unit and supplying cold air to the interior of the commercial vehicle; and
and a second evaporator receiving the refrigerant that has passed through the thermal conversion unit and supplying cold air to the inside of the cargo compartment.
According to claim 1,
The power supply unit may include a first power supply unit including an engine of the commercial vehicle; and
A cooling device for a commercial vehicle comprising a; second power supply receiving power from the outside of the commercial vehicle.
According to claim 2,
The compressor may include a first compressor operated by receiving power through the first power supply; and
A cooling device for a commercial vehicle comprising a; second compressor operated by receiving power through the second power supply unit.
According to claim 3,
The first compressor operates to drive the cooling system during daytime or vehicle driving, and the second compressor operates to store cold air in at least one of the first evaporator and the second evaporator during nighttime or parking. Characterized by a cooling system for commercial vehicles.
According to claim 4,
The first compressor is an engine-driven compressor, and the second compressor is an electric-driven compressor.
According to claim 4,
The heat conversion unit is made of a spiral tube and includes a first spiral tube for depressurizing and liquefying the refrigerant discharged from the condenser; and
A cooling device for a commercial vehicle comprising a second spiral tube having a diameter smaller than that of the first spiral tube, made of a spiral tube, and reducing and cooling the refrigerant discharged from the first spiral tube.
According to claim 6,
The thermal conversion unit may further include an expansion unit installed between the condenser and the first spiral tube and having a spherical inner space.
According to claim 6,
The heat conversion unit may include: a first connector connecting the first spiral tube and the second spiral tube and supplying the refrigerant from the first spiral tube to the inlet of the second spiral tube arranged in parallel; and
and a second connection unit installed at a position facing the first connection unit and outputting the refrigerant coming out of the outlet of the second spiral tube arranged in parallel to a single tube.
According to claim 1,
The commercial vehicle further includes a protruding support portion protruding outward from the cargo compartment, having the condenser installed therein, and having a plurality of ventilation holes.
According to claim 9,
The first evaporator is installed in the engine room of the commercial vehicle, and the second evaporator is installed in the upper inner portion of the cargo compartment.

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