WO2019058810A1

WO2019058810A1 - Heat exchange system

Info

Publication number: WO2019058810A1
Application number: PCT/JP2018/030090
Authority: WO
Inventors: 佐藤　剛
Original assignee: 株式会社デンソー
Priority date: 2017-09-19
Filing date: 2018-08-10
Publication date: 2019-03-28
Also published as: JP6834874B2; JP2019051900A

Abstract

The purpose of the present invention is to provide a heat exchange system which makes it possible to prevent a decrease in the flow rate of air that passes through a heat exchanger when a fan operates such that air is blown out from the rear side of a vehicle to the front side. A heat exchange system (10) is installed in a vehicle (VC), is provided with: a heat exchanger (100) for exchanging heat between air and a heating medium; and a fan (300) for blowing out air so as to pass through the heat exchanger. The fan is able to perform both a forward rotation operation where air is blown out toward the rear side of the vehicle and a reverse rotation operation where air is blown out toward the front side of the vehicle. The heat exchange system is further provided with a suction part (410, 450, 460, 470) for suctioning air that has passed through the heat exchanger so as to increase the flow rate of air passing through the heat exchanger when the fan is performing the reverse rotation operation.

Description

Heat exchange system

Cross-reference to related applications

This application is based on Japanese Patent Application No. 2017-178923 filed on September 19, 2017, and claims the benefit of its priority, and the entire contents of the patent application are as follows: Incorporated herein by reference.

The present disclosure relates to a heat exchange system mounted on a vehicle.

A heat exchange system is mounted in an engine room provided on the front side of the vehicle. The heat exchange system is for exchanging heat between air and a heat medium (for example, a refrigerant for air conditioning). The heat exchange system is configured, for example, as a modularized combination of a single or a plurality of heat exchangers and a fan or the like for sending out air.

The fan of the heat exchange system described in Patent Document 1 below has a first operation mode in which outside air is discharged from the outside air opening in front of the vehicle toward the rear engine side, and from the rear engine side to outside air opening in the front It is possible to carry out a second operation mode of delivering air.

In the second mode of operation, air that is hotter and dry than ambient air is supplied from the engine side to the heat exchanger. For this reason, it is possible to efficiently recover the heat from the air without freezing the heat exchanger.

JP, 2015-101333, A

The fans of the heat exchange system are generally designed such that the flow rate of the delivered air is optimal when rotating in a direction to deliver the air from the front side to the aft side of the vehicle. For this reason, when the fan rotates in such a direction as to send out air from the rear side to the front side as in the second operation mode described above, the flow rate of air passing through the heat exchanger becomes small. As a result, heat recovery from air in the heat exchanger is not efficiently performed, and the load on the compressor for circulating the heat medium may be increased.

The present disclosure is a heat exchange system that can prevent the flow rate of air passing through the heat exchanger from being reduced when the fan operates to deliver the air from the rear side to the front side of the vehicle. , Aims to provide.

A heat exchange system according to the present disclosure is a heat exchange system mounted on a vehicle, comprising: a heat exchanger that performs heat exchange between air and a heat medium; and a fan that sends out air so as to pass through the heat exchanger. And. The fan is capable of performing both of a forward rotation operation for delivering air toward the rear side of the vehicle and a reverse rotation operation for delivering air toward the front side of the vehicle. The heat exchange system further includes a suction unit for drawing the air having passed through the heat exchanger such that the flow rate of air passing through the heat exchanger is increased when the fan performs the reverse rotation operation.

In the heat exchange system of such a configuration, when the fan performs the reverse rotation operation, the air passing through the heat exchanger is drawn by the suction unit. As a result, the flow rate of air passing through the heat exchanger is increased. As described above, in the heat exchange system described above, by providing the suction unit that sucks the air to increase the flow rate, the flow rate of the air passing through the heat exchanger is prevented from decreasing.

According to the present disclosure, heat that can prevent the flow rate of air passing through the heat exchanger from being reduced when the fan operates to deliver air from the rear side to the front side of the vehicle A switching system is provided.

FIG. 1 is a view schematically showing the heat exchange system according to the first embodiment mounted on a vehicle. FIG. 2: is a figure which shows typically the state by which the heat exchange system which concerns on 1st Embodiment is mounted in a vehicle. FIG. 3 is a flow chart showing the flow of processing performed by the control device of the heat exchange system. FIG. 4: is a figure which shows typically the state by which the heat exchange system which concerns on 2nd Embodiment is mounted in the vehicle. FIG. 5: is a figure which shows typically the state by which the heat exchange system which concerns on 3rd Embodiment is mounted in the vehicle. FIG. 6 is a view schematically showing the heat exchange system according to the fourth embodiment mounted on a vehicle.

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

The configuration of the heat exchange system 10 according to the present embodiment will be described with reference to FIGS. The heat exchange system 10 is mounted at a position on the front side of the engine EG in an engine room provided on the front side portion (left side portion in FIG. 1) of the vehicle VC. In the present embodiment, the vehicle VC is configured as a hybrid vehicle that can travel by the respective driving forces of the engine EG and the rotary electric machine (not shown).

The heat exchange system 10 includes a heat exchanger 100, a radiator 200, a fan 300, a suction pipe 410, a shutter device 600, and a control device 700, all of which are configured as one module. It has become The control device 700 may be disposed at a position apart from the module.

The heat exchanger 100 is a heat exchanger for performing heat exchange between the air flowing outside and the air conditioning refrigerant (heat medium) flowing inside. The heat exchanger 100 is part of an air conditioner (the whole is not shown) provided in the vehicle VC. The air conditioner is configured as a heat pump system. When cooling the passenger compartment is performed, the heat exchanger 100 functions as a condenser for condensing the refrigerant. When heating of the passenger compartment is performed, the heat exchanger 100 functions as an evaporator for evaporating the refrigerant. Thus, the heat exchange system 10 according to the present embodiment functions as an "outdoor unit" of the heat pump system.

The heat exchanger 100 has a configuration in which a plurality of tubes (not shown) through which the refrigerant passes are vertically stacked with fins (not shown) interposed therebetween. The direction in which the air passes between the tubes is along the front-rear direction of the vehicle VC. In addition, since a well-known thing can be employ | adopted as a structure of such a heat exchanger, it abbreviate | omits about the specific illustration and description.

When the heat exchanger 100 functions as a condenser, the refrigerant flowing through each tube is cooled and condensed by heat exchange with air, and changes from the gas phase to the liquid phase. Thereby, heat is released from the refrigerant to the air.

On the other hand, when the heat exchanger 100 functions as an evaporator, the refrigerant flowing through each of the tubes is heated by heat exchange with air, and is evaporated to change from the liquid phase to the gas phase. Thereby, heat is recovered from the air to the refrigerant.

The radiator 200 is a heat exchanger for cooling the cooling water circulating through the engine EG and the like by heat exchange with air. Radiator 200 is disposed at a position on the rear side of vehicle VC relative to heat exchanger 100. The radiator 200 may be configured as a heat exchanger for cooling cooling water supplied to auxiliary devices such as an inverter (not shown). Further, the radiator 200 is configured as a combination of a heat exchanger for cooling the cooling water circulating through the engine EG etc. and a heat exchanger for cooling the cooling water supplied to the auxiliary machinery etc. It may be an aspect as it is.

The fan 300 is a blower that sends out air so as to pass through each of the heat exchanger 100 and the radiator 200. Fan 300 is provided at a position on the rear side of vehicle VC relative to radiator 200. The fan 300 can perform both of a forward rotation operation of delivering air toward the rear side engine EG and a reverse rotation operation of delivering air toward the front side heat exchanger 100 etc. There is. Note that FIG. 1 shows a state in which the fan 300 is rotating in the forward direction, and FIG. 2 shows a state in which the fan 300 is rotating in the reverse direction. The operation of the fan 300 is controlled by a control device 700 described later.

The suction pipe 410 is a pipe for sucking the air having passed through the heat exchanger 100 into the intake flow path 400 when the fan 300 performs the above-described reverse rotation operation. The intake flow passage 400 is a flow passage for supplying combustion air to the engine EG, and is provided at a position above the heat exchange system 10. In the middle of the intake passage 400, an air filter 430 is provided for removing foreign matter from the air. In FIG. 1, a portion on the upstream side of the air filter 430 in the intake passage 400 is depicted as a cross-sectional view, and the internal structure of the intake passage 400 is shown.

As well known, the operation of the engine EG generates an air flow inside the intake flow passage 400. An opening 401 formed at the upstream end of the intake flow passage 400 is disposed at a position further forward than a shutter device 600 described later. Therefore, regardless of whether the shutter device 600 is open or closed, the air flowing into the vehicle VC from the opening OP formed in the front grille is sucked from the opening 401 and supplied to the engine EG.

The suction pipe 410 connects a portion of the intake passage 400 on the upstream side (front side) of the air filter 430 and a space on the front side of the heat exchanger 100 and on the rear side of the shutter device 600. It is provided as. A control valve 420 is provided at a position in the vicinity of a connection portion of the suction pipe 410 with the intake flow passage 400. The adjustment valve 420 is a valve for adjusting the flow rate of air flowing from the space on the front side of the heat exchanger 100 through the suction pipe 410 and into the intake flow passage 400. The adjusting valve 420 has a valve body 421 and a rotating shaft 422. The valve body portion 421 is rotated about the rotation shaft 422 by an actuator (not shown), whereby the flow rate of air flowing into the intake flow passage 400 through the suction pipe 410 is adjusted. The operation of the regulating valve 420 is controlled by the controller 700.

Shutter device 600 is a path through which air flows from the outside of vehicle VC toward heat exchanger 100, specifically, a path through which air passing through opening OP formed in the front grill reaches heat exchanger 100, It is an apparatus which switches opening and closing of. The shutter device 600 in the present embodiment is provided at a position on the front side of the heat exchanger 100.

The shutter device 600 has a plurality of blades 610 which are plate-like members, and these are aligned along the vertical direction. Each blade 610 can be rotated about a rotation axis along the left-right direction (in FIG. 1, the depth direction in the drawing) by a driving force from an actuator (not shown). As a result, it is possible to switch between the state in which the shutter device 600 is opened as shown in FIG. 1 and the state in which the shutter device 600 is closed as shown in FIG. The operation of the shutter device 600 is controlled by the controller 700.

When the shutter device 600 is open (FIG. 1), the blades 610 are separated from each other, and a gap is formed between the blades 610. At this time, air from the opening OP passes through the gap between the blades 610 and reaches the heat exchanger 100.

When the shutter device 600 is closed (FIG. 2), the blades 610 are in contact with each other, and no gap is formed between the blades 610. At this time, the air from the opening OP is blocked by the blades 610 and therefore does not reach the heat exchanger 100.

Control device 700 is a device for controlling the overall operation of heat exchange system 10. The control device 700 is configured as a computer system having a CPU, a ROM, a RAM, and the like. As described above, the control device 700 controls the operation of each of the fan 300, the adjustment valve 420, and the shutter device 600.

Control device 700 controls the operation of each part of heat exchange system 10 based on a control signal transmitted from an air conditioning ECU (not shown) that controls the air conditioning device. Instead of such an aspect, the control device 700 may be configured as a part of the air conditioning ECU.

Other configurations will be described. An under duct 500 is provided at a position below the heat exchanger 100 in the interior of the vehicle VC. The underduct 500 is provided as a flow path connecting the space in which the heat exchanger 100 is disposed and the space on the rear side of the engine EG. Under duct 500 is arranged along the upper surface of under panel UP of vehicle VC. An opening 510 is formed at the front end of the underduct 500, and an opening 520 is formed at the rear end.

The operation of the heat exchange system 10 will be described. When cooling the passenger compartment is performed, the heat exchanger 100 functions as a condenser as described above. FIG. 1 shows a state in which the heat exchanger 100 functions as a condenser. In this state, the shutter device 600 is in the open state, and the fan 300 performs the forward rotation operation. For this reason, the air which flowed in from opening OP is supplied to heat exchanger 100 and radiator 200 from the front side. Such an air flow is shown by a plurality of arrows in FIG.

The fan 300 is designed so that the flow rate of the delivered air is optimal when rotating in a direction to deliver the air from the front side to the rear side of the vehicle, that is, when performing a forward rotation operation There is. For this reason, in the state shown in FIG. 1, a sufficient flow of air is supplied to each of the heat exchanger 100 and the radiator 200.

Further, as shown in FIG. 1, when the fan 300 is performing the forward rotation operation, the opening degree of the adjustment valve 420 is set to 0, and the flow rate of air flowing from the suction pipe 410 into the intake flow path 400 is set to 0. .

When heating the passenger compartment, as described above, the heat exchanger 100 functions as an evaporator. FIG. 2 shows a state in which the heat exchanger 100 functions as an evaporator. In this state, the shutter device 600 is in the closed state, and the fan 300 performs the reverse rotation operation. For this reason, the air flowing toward the front is supplied to the heat exchanger 100 and the radiator 200 from the periphery of the rear engine EG.

Part of the air that has passed through the heat exchanger 100 flows downward along the shutter device 600 in the closed state. Thereafter, the gas flows from the opening 510 into the inside of the underduct 500 and is guided by the underduct 500 to a space on the rear side of the engine EG. After the air is heated by the engine EG, the air is again supplied to the heat exchanger 100 and subjected to heat exchange with the refrigerant. As described above, the underduct 500 functions to guide the air that has passed through the heat exchanger 100 to the engine EG side when the fan 300 performs the reverse rotation operation.

As shown in FIG. 2, when the fan 300 performs the reverse rotation operation, the adjusting valve 420 is opened to allow air to flow from the suction pipe 410 into the intake flow path 400. As a result, part of the air that has passed through the heat exchanger 100 and flowed into the space on the rear side of the shutter device 600 is drawn into the inside of the suction pipe 410. The air is supplied to the engine EG through the suction pipe 410 and the intake passage 400, respectively. In FIG. 2, the flow of air as described above is indicated by a plurality of arrows.

In the state shown in FIG. 2, the flow rate of the air sent out from fan 300 is reduced by the reverse rotation operation, but heat is drawn into suction pipe 410 so that heat exchanger 100 can be sufficiently operated. A flow of air is passing through. As a result, sufficient heat exchange is performed in heat exchanger 100, and the operating load of a compressor (not shown) for circulating the refrigerant in the air conditioner is reduced, so that the fuel consumption performance of vehicle VC can be improved. .

As described above, in the heat exchange system 10 according to the present embodiment, when the fan 300 performs the reverse rotation operation, the heat exchanger 100 is passed so that the flow rate of air passing through the heat exchanger 100 is increased. Air is drawn by the suction line 410. As a result, the flow rate of air passing through the heat exchanger 100 is prevented from decreasing.

Further, the suction pipe 410 is connected to an intake flow passage 400 for supplying air to the engine EG of the vehicle VC, and is configured to suction the air having passed through the heat exchanger 100. Such a suction pipe 410 corresponds to the “suction unit” in the present embodiment.

The flow rate of the air drawn by the suction pipe 410 is adjusted by the opening degree of the adjusting valve 420. The air flowing into the intake flow passage 400 through the suction pipe 410 is air after passing through the heat exchanger 100 which is an evaporator, so the temperature is relatively low. For this reason, since the air which is low temperature and high in density is supplied to the engine EG, the output performance of the engine EG is improved.

However, if the temperature of the air supplied to the engine EG is excessively lowered, the combustion efficiency in the engine EG is lowered and knocking or the like occurs. For this reason, it is preferable that the control device 700 adjust the opening degree of the adjustment valve 420 so that the temperature of the air supplied to the engine EG does not fall below the predetermined lower limit value.

A flow of processing executed by the control device 700 will be described with reference to FIG. The series of processes shown in FIG. 3 are repeatedly executed by the control device 700 each time a predetermined control cycle elapses while the air conditioner is in operation.

In the first step S01, it is determined whether or not cooling of the vehicle compartment is being performed by the air conditioner. If cooling is being performed, the process proceeds to step S02. In step S02, processing for opening the shutter device 600 as shown in FIG. 1 is performed. In step S03 following step S02, a process of causing fan 300 to perform a forward rotation operation is performed. In step S04 following step S03, the opening degree of the adjustment valve 420 is set to 0, and the flow rate of air flowing into the intake passage 400 through the suction pipe 410 is set to 0. The processes from step S02 to step S04 may be performed in an order different from that described above.

If it is determined in step S01 that cooling of the passenger compartment is not being performed, that is, if heating of the passenger compartment is being performed, the process proceeds to step S05. In step S05, the shutter device 600 is closed as shown in FIG. In step S06 following step S05, processing is performed to cause the fan 300 to perform the reverse rotation operation. In step S07 following step S06, the control valve 420 is opened, and the flow rate of air flowing into the intake passage 400 through the suction pipe 410 is adjusted by the opening degree of the control valve 420. As already mentioned, the process is performed such that the temperature of the air supplied to the engine EG does not fall below a predetermined lower limit. The processes from step S05 to step S07 may be performed in an order different from that described above.

The second embodiment will be described with reference to FIG. In the following, differences from the first embodiment will be mainly described, and descriptions of points in common with the first embodiment will be omitted as appropriate. FIG. 4 is a diagram schematically depicting the front side portion of the vehicle VC in top view. In the figure, the fan 300 performs reverse rotation operation, and the shutter device 600 shown by a dotted line is in a closed state.

In the figure, a pair of front wheels WH provided on the vehicle VC is depicted. Each front wheel WH is housed inside the tire house TH. In the vehicle VC in the present embodiment, a flow passage FP is formed inside the bumper BP. The flow path FP is a flow path formed to guide a part of the air flowing in from the opening OP to the tire house TH. As shown in FIG. 4, the flow path FP is formed to be connected to each of the left and right tire houses TH. While the vehicle VC is traveling, air flows from the opening OP side toward the tire house TH in each of the flow paths FP. Such air flow is generated by the air flow around the vehicle VC, that is, the vehicle speed wind.

The heat exchange system 10 according to the present embodiment includes a suction pipe 450 instead of the suction pipe 410. The suction pipe 450 is a pipe provided so as to connect the space between the heat exchanger 100 and the shutter device 600 and the flow path FP. One suction pipe 450 is provided on each of the left and right sides so as to correspond to each suction pipe 450. The suction pipe 450 has a shape in which a part thereof is curved so as to be closer to the rear side of the vehicle VC as it approaches a connection portion with the flow path FP.

In the state shown in FIG. 4, as described above, in the flow path FP, an air flow toward the tire house TH is generated. For this reason, in the vicinity of the connection portion with the flow path FP in the suction pipe 450, a negative pressure is generated by the flow of the air. The air passing through the heat exchanger 100 and flowing into the rear side of the shutter device 600 is drawn into the suction pipe 450 by the above-described negative pressure, and joins the air flow in the flow path FP. Thereafter, it is discharged toward the tire house TH through the flow path FP.

As described above, in the heat exchange system according to the present embodiment, when the fan 300 performs the reverse rotation operation, the air passing through the heat exchanger 100 is drawn by the suction pipe 450, and as a result, the heat exchanger 100 is The flow rate of air passing through increases.

The suction pipe 450 is configured to suck the air having passed through the heat exchanger 100 and discharge the air toward the tire house TH by utilizing the flow of air around the vehicle VC. Such a suction pipe 450 corresponds to the “suction unit” in the present embodiment. Also in such an aspect, it is possible to prevent the flow rate of the air passing through the heat exchanger 100 from being reduced, as in the first embodiment.

The third embodiment will be described with reference to FIG. In the following, differences from the first embodiment will be mainly described, and descriptions of points in common with the first embodiment will be omitted as appropriate. FIG. 5 is a diagram schematically depicting the front side portion of the vehicle VC in top view. In the figure, the fan 300 performs reverse rotation operation, and the shutter device 600 shown by a dotted line is in a closed state.

The heat exchange system 10 according to the present embodiment includes a suction pipe 460 instead of the suction pipe 410. The suction pipe 460 is a pipe provided to connect the space between the heat exchanger 100 and the shutter device 600 and the space outside the vehicle VC. The end of the suction pipe 460 opposite to the heat exchanger 100 is connected to an opening 461 formed in the side surface of the vehicle VC. The openings 461 are formed on the left and right sides of the vehicle VC. One suction pipe 460 is provided on each of the left and right sides to correspond to the respective openings 461. The suction pipe 460 is shaped such that a portion thereof is curved so as to be closer to the rear side of the vehicle VC as it approaches the opening 461. Although the position where the opening 461 is formed in this embodiment is the position on the rear side of the end of the bumper (not shown), the opening 461 may be formed in the bumper. .

In the state shown in FIG. 5, a flow of air toward the rear, that is, a vehicle speed wind is generated outside the vehicle VC as the vehicle VC travels. Therefore, in the vicinity of the opening 461 in the suction pipe 460, a negative pressure is generated by the flow of the air. The air that has passed through the heat exchanger 100 and has flowed into the rear side of the shutter device 600 is drawn into the suction pipe 460 by the above-described negative pressure and passes through the suction pipe 460 from the opening 461 (ie, from the side of the vehicle VC) It is discharged to the outside.

As described above, in the heat exchange system according to the present embodiment, when the fan 300 performs the reverse rotation operation, the air that has passed through the heat exchanger 100 is drawn by the suction pipe 460, and as a result, the heat exchanger 100 is The flow rate of air passing through increases.

The suction pipe 460 is configured to suck the air having passed through the heat exchanger 100 using the flow of air around the vehicle VC and discharge the air from the side surface of the vehicle VC to the outside. Such a suction pipe 460 corresponds to the “suction unit” in the present embodiment. Also in such an aspect, it is possible to prevent the flow rate of the air passing through the heat exchanger 100 from being reduced, as in the first embodiment.

The fourth embodiment will be described with reference to FIG. In the following, differences from the first embodiment will be mainly described, and descriptions of points in common with the first embodiment will be omitted as appropriate. FIG. 6 is a view schematically depicting the front side portion of the vehicle VC according to the present embodiment in a side view similar to FIG. In the figure, the fan 300 performs reverse rotation operation, and the shutter device 600 is in a closed state.

In the present embodiment, the suction pipe 410 and the underduct 500 are not provided in the vehicle VC. Instead, the under panel UP of the vehicle VC is formed with an opening 470 that leads to the outside. The opening 470 is formed at a position directly below the space between the heat exchanger 100 and the shutter device 600. In FIG. 6, a portion on the front side of the opening 470 of the under panel UP is shown as the under panel UP1, and a portion on the rear side of the opening 470 of the under panel UP is shown as the under panel UP2. .

The height of the end on the opening 470 side of the under panel UP1 is lower than the height of the end on the opening 470 side of the under panel UP2. With this configuration, the traveling wind accompanying the traveling of the vehicle VC is prevented from flowing from the outside through the opening 470.

A guide wall WL1 is provided at a position near the opening 470 in the upper surface (inner surface) of the under panel UP1. The guide wall WL1 is a wall inclined so as to be higher toward the rear side. By providing such a guide wall WL1, it is suppressed that a part of the air which flowed in from opening OP is discharged outside from opening 470 without passing through heat exchanger 100.

In the state shown in FIG. 6, a flow of air toward the rear, that is, a vehicle speed wind is generated outside the vehicle VC as the vehicle VC travels. Therefore, negative pressure is generated outside the opening 470 by the flow of the air. The air passing through the heat exchanger 100 and flowing to the rear side of the shutter device 600 is drawn into the opening 470 by the above-described negative pressure, and is discharged from the opening 470 (that is, from the bottom of the vehicle VC) to the outside.

As described above, in the heat exchange system according to the present embodiment, when the fan 300 performs the reverse rotation operation, the air having passed through the heat exchanger 100 is drawn to the opening 470, and as a result, the heat exchanger 100 The flow rate of air passing through increases.

The opening 470 is configured to draw air that has passed through the heat exchanger 100 using the flow of air around the vehicle VC and discharge the air from the bottom of the vehicle VC to the outside. Such an opening 470 corresponds to the “suction unit” in the present embodiment. Also in such an aspect, it is possible to prevent the flow rate of the air passing through the heat exchanger 100 from being reduced, as in the first embodiment.

The present embodiment has been described above with reference to the specific example. However, the present disclosure is not limited to these specific examples. Those appropriately modified in design by those skilled in the art are also included in the scope of the present disclosure as long as the features of the present disclosure are included. The elements included in the above-described specific examples, and the arrangement, conditions, and shapes thereof are not limited to those illustrated, but can be appropriately modified. The elements included in the above-described specific examples can be appropriately changed in combination as long as no technical contradiction arises.

Claims

A heat exchange system (10) mounted on a vehicle (VC),
A heat exchanger (100) for exchanging heat between air and a heat carrier;
And (d) a fan (300) for sending out air to pass through the heat exchanger.
The fan can perform both of a forward rotation operation of delivering air toward the rear side of the vehicle and a reverse rotation operation of delivering air toward the front side of the vehicle.
A suction unit (410, 450, 460, 470) for sucking the air having passed through the heat exchanger so that the flow rate of the air passing through the heat exchanger increases when the fan performs the reverse rotation operation. A heat exchange system further comprising
The apparatus according to claim 1, wherein the suction unit is connected to an intake flow passage (400) for supplying air to an engine (EG) of the vehicle, and configured to suction air which has passed through the heat exchanger. The heat exchange system according to 1.
The heat exchange system according to claim 2, further comprising a control valve (420) for adjusting the flow rate of air drawn by the suction unit.
The heat exchange system according to claim 1, wherein the suction unit is configured to suction air that has passed through the heat exchanger using a flow of air around the vehicle.
The heat exchange system according to claim 4, wherein the suction unit is configured to discharge the sucked air toward a tire house (TH) of the vehicle.
The heat exchange system according to claim 4, wherein the suction unit is configured to discharge the suctioned air from the side surface of the vehicle to the outside.
The heat exchange system according to claim 4, wherein the suction unit is configured to discharge the sucked air from the bottom surface of the vehicle to the outside.
The shutter apparatus (600) which switches opening and closing of the path | route which air reaches the said heat exchanger is provided in the position which becomes the front side of the said vehicle rather than the said heat exchanger. Heat exchange system according to claim 1.
It further comprises a controller (700), said controller comprising
The heat exchange system according to claim 8, wherein when the fan performs the reverse rotation operation, the shutter device is operated so that air does not reach the heat exchanger.