WO2011074417A1 - 車両用熱交換モジュール - Google Patents
車両用熱交換モジュール Download PDFInfo
- Publication number
- WO2011074417A1 WO2011074417A1 PCT/JP2010/071482 JP2010071482W WO2011074417A1 WO 2011074417 A1 WO2011074417 A1 WO 2011074417A1 JP 2010071482 W JP2010071482 W JP 2010071482W WO 2011074417 A1 WO2011074417 A1 WO 2011074417A1
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- WIPO (PCT)
- Prior art keywords
- fan
- blade
- heat exchange
- propeller fan
- exchange module
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
- F01P5/06—Guiding or ducting air to, or from, ducted fans
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
- F01P11/12—Filtering, cooling, or silencing cooling-air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D29/00—Details, component parts, or accessories
- F04D29/40—Casings; Connections of working fluid
- F04D29/52—Casings; Connections of working fluid for axial pumps
- F04D29/54—Fluid-guiding means, e.g. diffusers
- F04D29/541—Specially adapted for elastic fluid pumps
- F04D29/542—Bladed diffusers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D29/00—Details, component parts, or accessories
- F04D29/66—Combating cavitation, whirls, noise, vibration or the like; Balancing
- F04D29/661—Combating cavitation, whirls, noise, vibration or the like; Balancing especially adapted for elastic fluid pumps
- F04D29/663—Sound attenuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
- F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
- F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
- F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
- F28D1/0426—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with units having particular arrangement relative to the large body of fluid, e.g. with interleaved units or with adjacent heat exchange units in common air flow or with units extending at an angle to each other or with units arranged around a central element
- F28D1/0435—Combination of units extending one behind the other
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
- F28F9/00—Casings; Header boxes; Auxiliary supports for elements; Auxiliary members within casings
- F28F9/001—Casings in the form of plate-like arrangements; Frames enclosing a heat exchange core
- F28F9/002—Casings in the form of plate-like arrangements; Frames enclosing a heat exchange core with fastening means for other structures
Definitions
- the present invention relates to a heat exchanger module for a vehicle in which a radiator for engine cooling and / or a condenser for an air conditioner and a fan unit mounted on a vehicle are modularized.
- an air conditioner condenser and / or a radiator for cooling an engine, a propeller fan, a fan motor, etc. are sequentially arranged in the front part of the engine room from the front side, and these are integrated into a module.
- Things also referred to as CRFM
- a fan shroud having a sharply reduced flow cross-sectional area is provided toward a propeller fan provided facing the downstream side of the condenser and / or the radiator, and sucked through the condenser and / or the radiator. It is configured to guide outside air to the propeller fan.
- a fan motor is generally supported by a fan shroud via motor support girders (motor support stators) that are arranged radially on the downstream side of the propeller fan. 1).
- motor support girders motor support stators
- positioned in the downstream of a propeller fan is shown, for example in patent document 2 Yes.
- Japanese Patent No. 4029035 see FIGS. 1 and 6
- Japanese Patent No. 3385336 see FIGS. 1 to 5
- the motor support girders arranged radially on the downstream side of the propeller fan stationary, the input of the fan motor can be reduced and the efficiency can be improved.
- a stationary blade is installed on the downstream side of the propeller fan, a region where the static pressure is high due to the stagnation pressure is generated at the leading edge of the stationary blade when the fan rotates. Since these stationary blades are arranged radially and are arranged in the circumferential direction, a periodic high static pressure region corresponding to the number of stationary blades is generated in the circumferential direction.
- the present invention has been made in view of such circumstances, and a stationary blade is provided on the downstream side of the propeller fan to reduce the input of the fan motor, and at the leading edge of the moving blade and the stationary blade of the propeller fan. It is an object of the present invention to provide a vehicle heat exchange module that can reduce abnormal noise generated by interference with a generated high static pressure region.
- a vehicle heat exchange module includes a rectangular heat exchanger and a fan unit provided on the downstream side of the heat exchanger, and the fan unit has an annular opening.
- a fan shroud having a section, a propeller fan disposed in the annular opening of the fan shroud, and a vehicle heat exchange module including a fan motor for driving the propeller fan, wherein the fan motor is the propeller fan.
- the same radial position between the stationary blade formed by the motor support beam and the rotor blade of the propeller fan is supported on the downstream side of the fan shroud through a radial motor support beam.
- the distance L1 of the narrowest portion is at least 0.018D ⁇ L1 where D is the diameter of the moving blade.
- the fan motor is supported via the radial motor support girders that are vaned by the fan shroud on the downstream side of the propeller fan, and the vane and propeller fan configured by the motor support girders are provided.
- the distance L1 of the narrowest portion when viewed from the same radial position with the rotor blade is at least 0.018D ⁇ L1 when the diameter of the rotor blade is D, so that the stationary blade is located downstream of the propeller fan.
- the distance L1 between the stationary blade and the propeller fan blade As at least 0.018D ⁇ L1, while reducing the input of the fan motor, the leading edge of the stationary blade A high static pressure region caused by the stagnation pressure occurs, and the noise (Nz sound) depending on the fan rotation speed and the number of moving blades generated by interference between the high static pressure region and the moving blades can be reduced. . Therefore, it is possible to achieve both high efficiency by reducing fan motor input and reduction of fan noise. It has been confirmed by experiments that the projecting amount of the Nz sound can be suppressed to 20 dB or less by setting the distance L1 to at least 0.018D ⁇ L1.
- the distance L1 may be set in a range of 0.018D ⁇ L1 ⁇ 0.033D.
- the distance L1 between the stationary blade and the moving blade is set in a range of 0.018D ⁇ L1 ⁇ 0.033D
- the distance L1 between the stationary blade and the moving blade that is, It is possible to reduce fan motor input and fan noise while keeping the heat exchange module itself within an appropriate range without increasing the depth dimension. Accordingly, it is possible to maintain good mountability and layout properties for the vehicle.
- the distance L1 in the range of 0.018D ⁇ L1 ⁇ 0.033D, the amount of static pressure recovered by the stationary blade (Pa) can be maximized, so that the flow pressure loss caused by the stationary blade is minimized. Fan performance can be improved.
- the number of moving blades of the propeller fan is at least 9 and the number of stationary blades constituted by the motor support girders is at least 13 or more. It is good also as setting to the number of sheets to become.
- the number of moving blades of the propeller fan is at least 9 and the number of stationary blades constituted by the motor support girders is at least 13 and is set to a prime number
- the depth dimension (axial dimension) of the heat exchange module can be reduced. It can be made thin enough. Therefore, without increasing the depth dimension of the heat exchange module, the distance L1 between the moving blades and the stationary blades can be secured, and the noise can be reduced while maintaining the mountability and layout properties with respect to the vehicle.
- the number of moving blades and the number of stationary blades are set to be relatively prime, it can be avoided that the pressure fluctuations generated around the moving blades are in the same phase, and the discrete frequency due to pressure interference in a specific frequency range. An increase in noise can be prevented and fan noise can be reliably suppressed.
- the distance L1 between the stationary blade and the moving blade of the propeller fan is appropriately set to at least 0.018D ⁇ L1 while reducing the input of the fan motor.
- a high static pressure region due to the stagnation pressure is generated at the leading edge of the stationary blade, and the high static pressure region and the moving blade interfere with each other. Since the abnormal noise (Nz sound) can be reduced, it is possible to achieve both high efficiency by reducing fan motor input and reduction of fan noise. It has been confirmed by experiments that the protrusion amount of the Nz sound can be suppressed to 20 dB or less by setting the distance L1 to at least 0.018D ⁇ L1.
- FIG. 2 is a relationship diagram between a dimensionless distance [%] between a moving blade and a stationary blade of the vehicle heat exchange module shown in FIG. 1 and an Nz sound protrusion amount [dB] caused by the interference between the moving blade and the stationary blade.
- FIG. 2 is a relationship diagram between a dimensionless distance [%] between a moving blade and a stationary blade of the vehicle heat exchange module shown in FIG. 1 and a static pressure recovery amount [Pa] in the stationary blade.
- FIG. 1 is a longitudinal sectional view of the upper half of a vehicle heat exchange module according to an embodiment of the present invention.
- the vehicle heat exchange module 1 is a module in which a condenser 2 for an air conditioner, a radiator 3 that cools engine cooling water, and a fan unit 4 that are sequentially arranged along an air flow direction are integrated via a bracket or the like. It has been done.
- the heat exchange module 1 may be simply referred to as a CRFM (Condenser Radiator Fan Module) 1.
- CRFM Condenser Radiator Fan Module
- the CRFM 1 is disposed on the front side in the engine room of the vehicle so as to face the front grille, and the depth dimension is reduced as much as possible from the viewpoint of the mounting property in the vehicle or the layout property in the engine room. It is hoped that For this reason, the module is often a rectangular module that is long in the lateral direction as a whole, and the condenser 2 and the radiator 3 are thin rectangular heat exchangers that are horizontally long and have a relatively large front area. It has been.
- the capacitor 2 and the radiator 3 may be collectively referred to simply as a heat exchanger.
- the fan unit 4 is assembled integrally on the downstream side of the capacitor 2 and the radiator 3.
- the fan unit 4 includes a fan shroud 5 for guiding cooling air (outside air) that has passed through the condenser 2 and the radiator 3 to the propeller fan 8, a motor support girder 6 integrally formed with the fan shroud 5, and the motor
- a fan motor 7 fixedly supported by a support beam 6 and a propeller fan 8 attached to a rotating shaft (not shown) of the fan motor 7 and driven to rotate are provided.
- the propeller fan 8 is a multi-blade propeller fan 8 having at least nine moving blades 9 (the number of blades).
- the fan shroud 5 is an integrally molded product using a resin material, and the front opening has an outer peripheral edge that is substantially the same shape as the outer shape of the radiator 3, and the bell mouth 10 and the annular opening at the substantially central portion thereof. 11 is provided, and the cross section of the flow path is steeply reduced from the front opening toward the bell mouth 10 and the annular opening 11.
- the fan shroud 5 is integrally formed with a motor support beam 6 for fixing and supporting the fan motor 7.
- the motor support beam 6 includes a motor fixing portion 12 that fixes and supports the fan motor 7, and a plurality of support stay portions 13 that are radially extended from the motor fixing portion 12 to the outer periphery of the annular opening 11 of the fan shroud 5.
- the large number of support stay portions 13 are configured to be stationary blades in order to reduce the input of the fan motor 7.
- the stationary blade 14 configured by the support stay portion 13 has a blade shape having a predetermined width inclined obliquely with respect to the rotation direction of the propeller fan 8. At least thirteen or more stationary blades 14 constituted by the support stay portion 13 of the motor support beam 6 are arranged radially in the circumferential direction.
- the moving blade 9 of the propeller fan 8 and the stationary blade 14 constituted by the support stay 13 of the motor support beam 6 are the moving blade 9 and the stationary blade 14 which are obtained by installing the stationary blade 14 on the downstream side of the moving blade 9.
- the narrowest portion seen at the same radial direction position between the moving blade 9 and the stationary blade 14 Is L1 and the diameter of the moving blade 9 is D
- the distance L1 is at least 0.018D ⁇ L1
- the stationary blades 14 and the moving blades 9 of the propeller fan 8 are set to have a number of stationary blades of at least 13 and a number of moving blades of at least 9, which are prime.
- this embodiment has the following operational effects.
- the propeller fan 8 when the propeller fan 8 is rotated by driving the fan motor 7, outside air is sucked from the front surface of the capacitor 2 through the capacitor 2 and the radiator 3.
- the outside air flows through the condenser 2 and the radiator 3, and is then guided by the fan shroud 5 to the propeller fan 8 rotating in the annular opening 11 connected to the bell mouth 10, and the annular opening 11 via the rotor blade 9. It blows out more downstream.
- the condenser 2 and the radiator 3 the refrigerant and the engine cooling water are cooled by exchanging heat with the outside air.
- the air blown out from the propeller fan 8 has a swirl direction component, which is converted into the axial direction via a stationary blade 14 provided on the downstream side, and the flow energy of the swirl direction component is recovered.
- the blowing efficiency of the propeller fan 8 is increased. That is, the stationary blade 14 acts to increase the axial blowing efficiency by converting the velocity energy of the air blown from the rotor blade 9 of the propeller fan 8 into pressure energy and increasing the static pressure. For this reason, the input of the fan motor 7 can be reduced.
- the distance L1 is at least 0.018D, where L1 is the distance of the narrowest portion viewed from the same radial direction position between the moving blade 9 and the stationary blade 14, and D is the diameter of the moving blade 9. ⁇ L1, and an appropriate distance is ensured between the moving blade 9 and the stationary blade 14. Therefore, as shown in FIG. 2, the noise (Nz) depends on the fan rotation speed and the number of moving blades. Sound) can be suppressed to 20 dB or less. Therefore, it is possible to achieve both high efficiency by reducing the input of the fan motor 7 and reduction of fan noise.
- the distance L1 between the stationary blade 14 and the moving blade 9 is set in a range of 0.018D ⁇ L1 ⁇ 0.033D, the distance L1 between the stationary blade 14 and the moving blade 9, that is, heat exchange.
- the input of the fan motor 7 and the fan noise can be reduced while keeping the module 1 itself in the appropriate range without increasing the depth dimension. Accordingly, it is possible to maintain good mountability and layout properties for the vehicle.
- the amount of static pressure recovered by the stationary blade 14 [Pa ] can be maximized, the pressure loss of the flow caused by the stationary blade 14 can be minimized, and the fan performance can be improved. That is, the static pressure recovery amount [Pa] by the stationary blade 14 becomes an upward convex curve as shown in FIG. 3 according to the distance L1 between the stationary blade 14 and the moving blade 9. The reason is as follows.
- the stationary blade 14 raises (recovers) the static pressure by collecting the swirling component (swivel dynamic pressure) of the outlet flow of the moving blade 9. Since the swirl component of this flow decreases toward the downstream side of the moving blade 9, the recoverable amount of dynamic pressure decreases monotonously toward the downstream side of the moving blade 9. On the other hand, the pressure loss due to the stationary blade 14 decreases to a certain distance on the downstream side of the moving blade 9 and then increases. Since the static pressure recovery amount is defined by [dynamic pressure recovery amount] ⁇ [static blade pressure loss], as shown in FIG. 3, the static pressure recovery amount tends to have a peak at a certain distance downstream of the moving blade 9. .
- the pressure loss due to the stationary blade 14 is increased because a portion having a large flow velocity is locally present in the flow immediately after the exit of the moving blade 9. Since this local high flow velocity is relaxed as it goes downstream, the influence of the high flow velocity is greatest near the outlet of the moving blade 9. Furthermore, since the swirl component decreases as it goes downstream, the flow angle also changes. Since the change in the flow angle is not uniform in the cross section, the deviation of the flow angle in the circumferential direction becomes large. For this reason, the angle of the stationary blade 14 cannot be appropriately set with respect to the flow, and the pressure loss due to the stationary blade 14 increases toward the downstream side of the moving blade 9.
- the pressure loss of the flow is superimposed on the influence of the local high flow velocity immediately after the exit of the moving blade 9 and the flow angle in the circumferential direction of the swirling component. Tend to have a minimum value. Therefore, by setting the distance L1 between the stationary blade 14 and the moving blade 9 in the range of 0.018D ⁇ L1 ⁇ 0.033D, the amount of static pressure recovered by the stationary blade 14 as shown in FIG. [Pa] can be maximized, and the fan performance can be improved by minimizing the pressure loss of the flow caused by the stationary blade 14.
- the number of the moving blades 9 is at least 9 or more
- the number of the stationary blades 14 constituted by the support stay portion 13 of the motor support beam 6 is at least 13 and the number of each is a prime number. Therefore, the number of the moving blades 9 and the number of the stationary blades 14 are set to 9 or more and 13 or more, respectively, and the number of the propeller fan 8 and the stationary blades 14 is increased so that the fan unit 4 and eventually
- the depth dimension (axial dimension) of the heat exchange module (CRFM) 1 can be made sufficiently thin.
- the distance L1 between the moving blade 9 and the stationary blade 14 is ensured without increasing the depth dimension of the CRFM1, and the noise (Nz sound) is reduced while maintaining the mountability and layout characteristics with respect to the vehicle.
- the noise of the fan unit 4 can be reduced. Since the number of the moving blades 9 and the number of the stationary blades 14 are set to be prime numbers, it is possible to avoid the pressure fluctuations generated around the moving blades 9 from being in phase, and in a specific frequency region. An increase in discrete frequency noise due to pressure interference can be prevented, and fan noise can be reliably suppressed.
- the present invention is not limited to the invention according to the above-described embodiment, and can be modified as appropriate without departing from the scope of the invention.
- the shape of the stationary blade 14 is not particularly limited.
- the stationary blade 14 may be a stationary blade having any shape such as a plate shape, an arc shape, or an airfoil shape.
- the stator blades 14 may be configured to be connected to each other by a ring at an appropriate position in the radial direction so that the strength can be secured.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
Description
すなわち、本発明の一態様にかかる車両用熱交換モジュールは、矩形形状の熱交換器と、該熱交換器の下流側に設けられているファンユニットとから構成され、該ファンユニットは、環状開口部を有するファンシュラウド、該ファンシュラウドの前記環状開口部内に配設されているプロペラファンおよび該プロペラファンを駆動するファンモータを備えている車両用熱交換モジュールにおいて、前記ファンモータは、前記プロペラファンの下流側において前記ファンシュラウドに静翼化されている放射状のモータ支持桁を介して支持され、前記モータ支持桁により構成された静翼と前記プロペラファンの動翼との間の同一半径方向位置でみて最も狭い部分の距離L1が、前記動翼の直径をDとしたとき、少なくとも0.018D<L1とされている。
図1には、本発明の一実施形態にかかる車両用熱交換モジュールの上半部の縦断面図が示されている。
車両用熱交換モジュール1は、空気流れ方向に沿って順次配置される空調装置用のコンデンサ2と、エンジン冷却水を冷却するラジエータ3と、ファンユニット4とがブラケット等を介して一体にモジュール化されたものである。以下において、この熱交換モジュール1を単にCRFM(Condenser Radiator Fan Module)1と称する場合もある。
上記のCRFM1において、ファンモータ7の駆動によりプロペラファン8が回転されると、コンデンサ2の前面からコンデンサ2およびラジエータ3を通して外気が吸い込まれる。この外気は、コンデンサ2およびラジエータ3を流通した後、ファンシュラウド5によりベルマウス10に連なる環状開口部11内で回転されているプロペラファン8に導かれ、動翼9を介して環状開口部11より下流側へと吹き出される。これによって、コンデンサ2およびラジエータ3では、冷媒およびエンジン冷却水が外気と熱交換されることにより冷却される。
2 コンデンサ(熱交換器)
3 ラジエータ(熱交換器)
4 ファンユニット
5 ファンシュラウド
6 モータ支持桁
7 ファンモータ
8 プロペラファン
9 動翼(羽根)
11 環状開口部
13 支持ステー部
14 静翼
Claims (3)
- 矩形形状の熱交換器と、該熱交換器の下流側に設けられているファンユニットとから構成され、該ファンユニットは、環状開口部を有するファンシュラウド、該ファンシュラウドの前記環状開口部内に配設されているプロペラファンおよび該プロペラファンを駆動するファンモータを備えている車両用熱交換モジュールにおいて、
前記ファンモータは、前記プロペラファンの下流側において前記ファンシュラウドに静翼化されている放射状のモータ支持桁を介して支持され、
前記モータ支持桁により構成された静翼と前記プロペラファンの動翼との間の同一半径方向位置でみて最も狭い部分の距離L1が、前記動翼の直径をDとしたとき、少なくとも0.018D<L1とされている車両用熱交換モジュール。 - 前記距離L1は、0.018D<L1<0.033Dの範囲に設定されている請求項1に記載の車両用熱交換モジュール。
- 前記プロペラファンの動翼枚数は、少なくとも9枚以上、前記モータ支持桁により構成される静翼枚数は、少なくとも13枚以上とされ、互いに素となる枚数に設定されている請求項1または2に記載の車両用熱交換モジュール。
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Application Number | Priority Date | Filing Date | Title |
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CN2010800330162A CN102472148A (zh) | 2009-12-15 | 2010-12-01 | 车辆用热交换模块 |
IN3408DEN2012 IN2012DN03408A (ja) | 2009-12-15 | 2010-12-01 | |
EP10837446.3A EP2514942B1 (en) | 2009-12-15 | 2010-12-01 | Vehicle heat- exchange module |
US13/386,770 US9074515B2 (en) | 2009-12-15 | 2010-12-01 | Vehicle heat-exchange module |
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JP2009284256A JP2011127452A (ja) | 2009-12-15 | 2009-12-15 | 車両用熱交換モジュール |
JP2009-284256 | 2009-12-15 |
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EP (1) | EP2514942B1 (ja) |
JP (1) | JP2011127452A (ja) |
CN (1) | CN102472148A (ja) |
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FR3062757B1 (fr) * | 2017-02-03 | 2019-04-05 | Alstom Transport Technologies | Moteur auto-ventile silencieux, notamment pour un vehicule ferroviaire |
CN112555178A (zh) * | 2019-09-10 | 2021-03-26 | 徐州戴卡斯町科技有限公司 | 一种柴油机散热用的风扇叶片 |
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JP5199849B2 (ja) * | 2008-12-05 | 2013-05-15 | 三菱重工業株式会社 | 車両用熱交換モジュールおよびこれを備えた車両 |
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2009
- 2009-12-15 JP JP2009284256A patent/JP2011127452A/ja active Pending
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2010
- 2010-12-01 CN CN2010800330162A patent/CN102472148A/zh active Pending
- 2010-12-01 EP EP10837446.3A patent/EP2514942B1/en not_active Not-in-force
- 2010-12-01 US US13/386,770 patent/US9074515B2/en not_active Expired - Fee Related
- 2010-12-01 WO PCT/JP2010/071482 patent/WO2011074417A1/ja active Application Filing
- 2010-12-01 IN IN3408DEN2012 patent/IN2012DN03408A/en unknown
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JPH0429035B2 (ja) | 1981-12-11 | 1992-05-15 | Boeicho Gijutsu Kenkyu Honbucho | |
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JPH0486322A (ja) * | 1990-07-27 | 1992-03-18 | Komatsu Ltd | ラジエータファンの騒音防止装置 |
JPH11311127A (ja) * | 1998-02-25 | 1999-11-09 | Komatsu Ltd | 動力発生ユニットの防音装置 |
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See also references of EP2514942A4 * |
Also Published As
Publication number | Publication date |
---|---|
US20120118539A1 (en) | 2012-05-17 |
IN2012DN03408A (ja) | 2015-10-23 |
US9074515B2 (en) | 2015-07-07 |
JP2011127452A (ja) | 2011-06-30 |
CN102472148A (zh) | 2012-05-23 |
EP2514942B1 (en) | 2016-04-13 |
EP2514942A1 (en) | 2012-10-24 |
EP2514942A4 (en) | 2014-03-26 |
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