WO2023234121A1 - Échangeur de chaleur monté sur véhicule - Google Patents

Échangeur de chaleur monté sur véhicule Download PDF

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Publication number
WO2023234121A1
WO2023234121A1 PCT/JP2023/019157 JP2023019157W WO2023234121A1 WO 2023234121 A1 WO2023234121 A1 WO 2023234121A1 JP 2023019157 W JP2023019157 W JP 2023019157W WO 2023234121 A1 WO2023234121 A1 WO 2023234121A1
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WO
WIPO (PCT)
Prior art keywords
refrigerant
paths
air flow
heat exchange
exchange section
Prior art date
Application number
PCT/JP2023/019157
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English (en)
Japanese (ja)
Inventor
侑士 大谷
匡陛 辻
Original Assignee
株式会社デンソーエアクール
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソーエアクール filed Critical 株式会社デンソーエアクール
Publication of WO2023234121A1 publication Critical patent/WO2023234121A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B39/00—Evaporators; Condensers
    • F25B39/02—Evaporators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25D—REFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT OTHERWISE PROVIDED FOR
    • F25D21/00—Defrosting; Preventing frosting; Removing condensed or defrost water
    • F25D21/04—Preventing the formation of frost or condensate
    • 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
    • F28D1/047—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 the conduits being bent, e.g. in a serpentine or zig-zag
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F1/00—Tubular elements; Assemblies of tubular elements
    • F28F1/10—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses
    • F28F1/12—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element
    • F28F1/24—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending transversely
    • F28F1/32—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending transversely the means having portions engaging further tubular elements
    • 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
    • F28F9/02—Header boxes; End plates

Definitions

  • the present disclosure relates to a vehicle heat exchanger.
  • Patent Document 1 a heat exchanger having a plurality of plate fins arranged in parallel and a tube that is inserted into an insertion hole formed in the plate fin and allows a refrigerant to flow from an inlet to an outlet is disclosed in Patent Document 1, for example. is proposed.
  • the heat exchanger is arranged so that the direction of movement of the refrigerant is in a counterflow to the air flow. That is, the tubes are arranged so that cold refrigerant flows downstream of the airflow, while warm refrigerant flows upstream of the airflow.
  • an object of the present disclosure to provide an on-vehicle heat exchanger that can suppress the drop in refrigeration efficiency while suppressing the scattering of condensed water from the air blowing side.
  • an in-vehicle heat exchanger includes a plurality of plate fins that are plate-shaped and arranged in parallel, and a plurality of tubes that pass through the plurality of plate fins and through which a refrigerant flows. Includes replacement parts.
  • the plurality of tubes constitute at least one path.
  • the most downstream tube located at the most downstream side of the refrigerant flow in at least one path is arranged at the most downstream side of the air flow of the heat exchange section in the air flow direction parallel to the surface direction of the plurality of plate fins.
  • the air passing through the most downstream side of the air flow in the heat exchange section is difficult to be cooled by the high temperature refrigerant flowing into the most downstream tube. Therefore, the condensed water is less likely to freeze around the most downstream tube, and the air outlet side of the heat exchange section is less likely to be clogged with ice.
  • FIG. 1 is a plan view of an on-vehicle heat exchanger according to one embodiment.
  • FIG. 2 is a side view of the side plate in FIG.
  • FIG. 3 is a diagram showing a case where multiple paths are arranged on one plane
  • FIG. 4 is a diagram comparing the refrigerant flow image, the operation immediately after the start of operation, and the operation over time for the current product and the improved product.
  • Figure 5 is a diagram showing a performance comparison between the current product and the improved product.
  • FIG. 6 is a diagram showing paths according to another embodiment.
  • the in-vehicle heat exchanger according to the present embodiment is applied, for example, to a plate-fin tube type heat exchanger that exchanges heat between a refrigerant in a refrigeration cycle and air.
  • the on-vehicle heat exchanger is mounted on the loading platform of a refrigerated vehicle and is used to cool the inside of a freezer to a medium temperature range of, for example, 0° C. to 20° C.
  • the in-vehicle heat exchanger 100 includes a plurality of plate fins 101, a plurality of tubes 102, two side plates 103 and 104, a plurality of connecting pipes 105, a distributor 106, and Contains a collector 107.
  • Each tube 102, each plate fin 101, each side plate 103, 104, and each connecting pipe 105 are made of aluminum or copper, for example.
  • Made of aluminum means made of aluminum or aluminum alloy.
  • “Made of copper” means that it is made of copper or a copper alloy.
  • the plate fins 101 are heat transfer promoting members that increase the heat transfer area between the air and the tubes 102 to promote heat exchange between the air and the refrigerant.
  • the plate fins 101 are formed in a plate shape, and a plurality of plate fins are arranged in parallel. Note that, for example, R404A or R452A can be used as the refrigerant.
  • the direction parallel to the surface direction of each plate fin 101 is the air flow direction.
  • the direction of air flow is determined by supplying air to the vehicle heat exchanger 100 by a fan (not shown).
  • the air flow direction is unidirectional. Note that, as the fan, a turbo fan that can supply a stable air volume without decreasing the air volume can be used.
  • the side plates 103 and 104 are plate components provided on the top and bottom layers of the plurality of plate fins 101.
  • the tube 102 is a straight pipe through which a refrigerant flows.
  • the longitudinal portions of the plurality of tubes 102 are arranged in parallel.
  • the plurality of tubes 102 pass through through holes provided in each plate fin 101 and each side plate 103, 104, and are fixed to each plate fin 101 and each side plate 103, 104. Therefore, the refrigerant flow direction in which the refrigerant flows through each tube 102 is perpendicular to the air flow direction.
  • the connecting pipe 105 is a U-shaped pipe that connects the ends of each tube 102 to each other.
  • Each connecting tube 105 is arranged on the side opposite to each tube 102 in the side plates 103 and 104, that is, on the outside of the side plates 103 and 104.
  • Each connecting pipe 105 is joined to each tube 102 by brazing.
  • Each plate fin 101, each tube 102, each side plate 103, 104, and each connection pipe 105 described above constitute a heat exchange section 108 that exchanges heat between air and refrigerant.
  • each tube 102 and each connecting pipe 105 constitute a plurality of paths.
  • five paths 110 to 150 are provided.
  • FIG. 1 shows a path 150 located at the top layer.
  • the temperature of the refrigerant increases as it progresses through each path 110-150. Furthermore, the refrigerant temperature changes depending on various operating conditions.
  • the distributor 106 is a container-shaped device for distributing refrigerant to each of the paths 110 to 150.
  • the collector 107 is a container-shaped device for collecting refrigerant from each path 110-150.
  • the distributor 106 and the collector 107 are connected to a path through which refrigerant circulates.
  • each path 110 to 150 will be specifically explained. As shown in FIG. 2, in this embodiment, each of the paths 110 to 150 is arranged in five stages in the vertical direction.
  • the vertical direction is a direction perpendicular to the refrigerant flow direction and the air flow direction.
  • the coolant flow direction is perpendicular to the plane of the paper.
  • each pass 110-150 includes a parallel flow pass 120, 140 and a counterflow pass 110, 130, 150. Note that in FIG. 3, the plurality of paths 110 to 150 are separated into one plane, but in reality, the paths 110 to 150 are stacked.
  • the most downstream tubes 121 and 141 located at the most downstream position of the refrigerant flow among the parallel flow paths 120 and 140 are arranged at the most downstream position of the air flow of the heat exchange section 108 in the air flow direction. It's a pass. That is, the most downstream tubes 121 and 141 are arranged at the most downstream side of the air flow in the heat exchange section 108 in the air flow direction. Further, the parallel flow paths 120 and 140 are paths in which the refrigerant movement direction indicating the direction of movement of the refrigerant in the air flow direction and the air flow direction are parallel flows.
  • the refrigerant movement direction indicates the direction in which the refrigerant moves along the air flow direction.
  • the direction of the refrigerant flowing through the tubes 102 and the connecting pipes 105 is not the refrigerant movement direction but the refrigerant flow direction.
  • the counterflow paths 110, 130, 150 are the most upstream tubes 112, 132, 152 located at the most upstream position of the refrigerant flow among the counterflow paths 110, 130, 150. This is the path placed at the most downstream position. Further, counterflow paths 110, 130, and 150 are paths in which the refrigerant movement direction and the air flow direction are opposite flows.
  • the number of counterflow paths 110, 130, 150 is greater than the number of parallel flow paths 120, 140.
  • the number of counterflow paths 110, 130, 150 is three, and the number of parallel flow paths 120, 140 is two. Note that when the number of passes is six, for example, the number of counterflow passes is four, and the number of parallel flow passes is two.
  • the most upstream tubes 112, 132, 152 of the counterflow paths 110, 130, 150 and the most downstream tubes 121, 141 of the parallel flow paths 120, 140 are They are staggered in the vertical direction at the downstream end of the air flow.
  • the most downstream tubes 121, 141 of the parallel flow paths 120, 140 are located closer to the air outlet 108B of the heat exchange section 108 than the most upstream tubes 112, 132, 152 of the counter flow paths 110, 130, 150 in the refrigerant movement direction. positioned.
  • the most downstream tubes 111, 131, 151 located at the most downstream of the refrigerant flow among the counterflow paths 110, 130, 150, and the most upstream tube 122 located at the most upstream of the refrigerant flow among the parallel flow paths 120, 140, 142 are arranged in a staggered manner in the vertical direction at the most upstream side of the air flow in the heat exchange section 108 .
  • the most downstream tubes 111, 131, 151 of the counterflow paths 110, 130, 150 are located closer to the air inlet 108A of the heat exchange section 108 than the most upstream tubes 122, 142 of the parallel flow paths 120, 140 in the refrigerant movement direction. positioned.
  • the above is the overall configuration of the vehicle heat exchanger 100.
  • all of the most downstream tubes 111, 121, 131, 141, and 151 located at the most downstream position in the flow of the refrigerant are arranged on the side of the air inlet 108A of the on-vehicle heat exchanger 100. Therefore, as a refrigerant flow image, high-temperature refrigerant flows in a concentrated manner upstream of the heat exchange section 108 in the air flow direction.
  • the condensed water 200 moves downstream of the heat exchange section 108 on the wind, and is intensively cooled downstream of the heat exchange section 108. Therefore, the condensed water 200 freezes around the most upstream tubes 112, 122, 132, 142, and 152, and frost 400 grows. Note that in the initial stage of freezing, the drainage of the condensed water 200 is normal.
  • the operating conditions of the in-vehicle heat exchanger 100 were as follows: outside air was 20° C., humidity was 90%, internal temperature was set at 1° C., the freezer door was open, and the elapsed operating time was 2 hours. This is one of the conditions in which water splashing is most likely to occur.
  • the air outlet 108B was blocked due to the growth of frost 400. Therefore, air becomes difficult to pass through the inside of the heat exchange section 108 and passes through the gap between the drain pan 300 and the heat exchange section 108. In other words, the gap between the drain pan 300 and the heat exchange section 108 becomes a wind path.
  • the condensed water 200 accumulated in the drain pan 300 was carried by the air passing through the gap between the drain pan 300 and the heat exchange section 108 and scattered into the refrigerator. For example, when using a turbo fan, it is difficult to reduce the air volume, so it is difficult to suppress the amount of water splashed. Note that after the operation has progressed, the amount of drained condensed water 200 has decreased.
  • the refrigeration efficiency of the vehicle-mounted heat exchanger 100 has decreased. Specifically, the heat exchange area decreased by about 20% due to freezing of the condensed water. That is, assuming that the refrigeration performance of the current product immediately after the start of operation is 100, the refrigeration performance when the condensed water is frozen has decreased by about 20% to about 80.
  • the most downstream tubes 121 and 141 located at the most downstream of the refrigerant flow among the parallel flow paths 120 and 140 are arranged at the most downstream of the air flow of the heat exchange section 108 in the air flow direction. . That is, the high temperature refrigerant flows on the downstream side of the heat exchange section 108 in the air flow direction.
  • the most upstream tubes 122 and 142 located at the most upstream side of the refrigerant flow among the parallel flow paths 120 and 140 are arranged at the most upstream side of the air flow of the heat exchange section 108 in the air flow direction. Therefore, as a refrigerant flow image, the situation where the temperature is concentrated on the upstream side of the heat exchange section 108 in the air flow direction is alleviated.
  • the temperature distribution in the air flow direction is made uniform. Therefore, immediately after the on-vehicle heat exchanger 100 starts operating, the condensed water 200 is less likely to freeze around the most downstream tubes 121 and 141, so freezing and growth of the condensed water 200 can be suppressed. In other words, the air outlet 108B side of the heat exchange section 108 is less likely to be blocked by the frost 400.
  • the most upstream tubes 112, 132, 152 of the counterflow paths 110, 130, 150 and the most downstream tubes 121, 141 of the parallel flow paths 120, 140 are the most Downstream, they are staggered vertically. According to this, the high temperature refrigerant and the low temperature refrigerant are dispersed in the air flow direction in the heat exchange section 108. Therefore, the concentrated arrangement of the tubes 112, 122, 132, 142, and 152 through which low-temperature refrigerant flows is eliminated at the most downstream part of the air flow in the heat exchange section 108. Therefore, the amount of frozen condensed water 200 can be reduced.
  • the air outlet 108B is not blocked by frost 400, making it difficult for the condensed water 200 to pass through the gap between the drain pan 300 and the heat exchange section 108. Accordingly, it is possible to suppress the condensed water 200 falling from the heat exchange section 108 into the drain pan 300 from being pushed by the air and scattering from the heat exchange section 108 into the refrigerator. Under the above conditions, the amount of water splash was zero.
  • the on-vehicle heat exchanger 100 since the on-vehicle heat exchanger 100 includes the parallel flow paths 120 and 140, the amount of freezing on the most downstream side of the air flow in the heat exchange section 108 is reduced. Therefore, the amount of ice that is scattered by the cold wind can be reduced.
  • the improved product has parallel flow paths 120 and 140, so the refrigeration performance immediately after the start of operation is 92.
  • the heat exchange area decreased by about 5% due to freezing of condensed water, so the reduction in refrigeration performance when freezing condensed water immediately after the start of operation was 5%.
  • the refrigerating performance of the current product decreased from 100 to 80 when the condensed water was frozen, but the improved product's refrigerating performance of 92 decreased by only 5%, so the refrigerating performance was 88.
  • the improved product has a 10% improvement in freezing performance when freezing condensed water compared to the current product.
  • the preset temperature inside the refrigerator is set to 0°C.
  • the temperature control range for control is, for example, from +2°C to -2°C.
  • the refrigerant temperature in the refrigerant outlet heating temperature region of the heat exchanger 108 is set to +10° C. or higher than the refrigerant evaporation temperature.
  • the current product reaches the lower limit of the temperature control range first in the initial stage of operation.
  • the current product reaches the lower limit of the temperature control range in 120 minutes, for example.
  • the improved product reaches the lower limit of the temperature control range with a delay of -8% in refrigeration performance compared to the current product.
  • the arrival time is about 9 minutes later than the current product.
  • control is performed so that the internal temperature does not exceed the temperature control range.
  • the refrigerator stops.
  • the refrigerator starts operating again. In this way, by repeating operation and stop of the refrigerator, the temperature inside the refrigerator is controlled within the temperature control range.
  • the current product takes, for example, 10 minutes to reach the lower limit of the temperature control range. Since the current product has a refrigeration performance of 80 and the improved product has a refrigeration performance of 88, the improved product reaches the lower limit of the temperature control range sooner than the current product.
  • the improved product's refrigeration performance is 10% higher than the current product, so it reaches the lower limit of the temperature control range about one minute earlier than the current product. In this way, when the condensed water freezes, the cooling time inside the refrigerator can be shortened by improving the freezing performance of the improved product.
  • the number of paths 110 to 150 is not limited to five.
  • the heat exchange section 108 only needs to include at least one path 110 to 150. As shown in FIG. 6, in the case of one pass 110, the most downstream tube 111 located at the most downstream side of the refrigerant flow is disposed at the most downstream side of the air flow of the heat exchange section 108 in the air flow direction. Good.
  • the distributor 106 and the concentrator 107 may be provided in multiple stages instead of one.
  • the most upstream tubes 112, 132, 152 of the counterflow paths 110, 130, 150 and the most downstream tubes 121, 141 of the parallel flow paths 120, 140 are arranged in a staggered manner in the vertical direction at the most downstream side of the air flow in the heat exchange section 108. It doesn't have to be placed.
  • the most upstream tubes 112, 132, 152 of the counterflow paths 110, 130, 150 and the most downstream tubes 121, 141 of the parallel flow paths 120, 140 may be located at the same position in the air flow direction. The same applies to the most downstream tubes 111, 131, 151 of the counterflow paths 110, 130, 150 and the most upstream tubes 122, 142 of the parallel flow paths 120, 140.
  • the number of counterflow paths 110, 130, 150 and the number of parallel flow paths 120, 140 can be set as appropriate.
  • the number of countercurrent paths 110, 130, 150 is greater than the number of parallel current paths 120, 140, i.e. the number of passes is an odd number, but The numbers of paths 120 and 140 may be the same.
  • Each of the paths 110 to 150 may be branched into a plurality of paths between the distributor 106 and the heat exchange section 108. Thereby, the number of passes in the heat exchange section 108 can be increased without increasing the number of distributors 106.
  • the paths 110 to 150 may be connected vertically across layers as long as the refrigerant flows in opposite directions or in parallel.
  • tube 102 of counterflow path 110 is connected to tube 102 of counterflow 130.
  • a heat exchange section (108) having a plurality of plate fins (101) that are plate-shaped and arranged in parallel, and a plurality of tubes (102) that pass through the plurality of plate fins and through which a refrigerant flows; If a refrigerant flow path through which the refrigerant flows through the heat exchange section is defined as a path (110 to 150), the plurality of tubes constitute at least one path, The most downstream tube (121, 141) located at the most downstream position in the refrigerant flow of the at least one path controls the air flow in the heat exchange section in the air flow direction parallel to the surface direction of the plurality of plate fins.
  • the plurality of tubes constitute a plurality of paths, In at least one of the plurality of paths, the most downstream tube is disposed at the most downstream position of the heat exchange section in the air flow direction, and the movement of the refrigerant in the air flow direction is controlled.
  • the most upstream tube (112, 132, 152) located at the most upstream position of the refrigerant flow in the heat exchange section is arranged at the most downstream position of the air flow in the heat exchange section in the air flow direction.
  • the on-vehicle heat exchanger according to item 2 further comprising counterflow paths (110, 130, 150) in which the refrigerant movement direction and the air flow direction are opposite flows.
  • the most upstream tube of the counterflow path and the most downstream tube of the parallel flow path are arranged in the refrigerant flow direction and the air flow direction in which the refrigerant flows through the plurality of tubes in the air flow most downstream of the heat exchange section.
  • the on-vehicle heat exchanger according to item 3 which is arranged in a staggered vertical direction perpendicular to .
  • the most upstream tube (112, 132, 152) located at the most upstream position of the refrigerant flow in the heat exchange section is arranged at the most downstream position of the air flow in the heat exchange section in the air flow direction. and includes counterflow paths (110, 130, 150) in which the refrigerant movement direction and the air flow direction are opposite flows, 5.
  • the most upstream tube (112, 132, 152) located at the most upstream position of the refrigerant flow in the heat exchange section is arranged at the most downstream position of the air flow in the heat exchange section in the air flow direction.
  • the on-vehicle heat exchanger according to any one of items 3 to 5, which is arranged in a staggered manner in a vertical direction perpendicular to the refrigerant flow direction and the air flow direction in the most upstream air flow direction of the heat exchange section.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Geometry (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)

Abstract

L'invention concerne un échangeur de chaleur monté sur véhicule (100) comportant une unité d'échange de chaleur (108) comprenant une pluralité d'ailettes de plaque (101) qui sont en forme de plaque et sont disposées parallèlement les unes aux autres, et une pluralité de tubes (102) qui pénètrent à travers la pluralité d'ailettes de plaque et à travers lesquels s'écoule un fluide frigorigène. Si un passage d'écoulement de fluide frigorigène à travers lequel le fluide frigorigène s'écoule dans l'unité d'échange de chaleur est défini comme un trajet (110 à 150), la pluralité de tubes forment au moins un trajet. Un tube le plus en aval (121, 141) positionné le plus en aval, dans l'écoulement de fluide frigorigène, à l'intérieur du ou des trajets est disposé sur un côté le plus en aval d'écoulement d'air de l'unité d'échange de chaleur dans une direction d'écoulement d'air parallèle à une direction de surface de la pluralité d'ailettes de plaque.
PCT/JP2023/019157 2022-05-31 2023-05-23 Échangeur de chaleur monté sur véhicule WO2023234121A1 (fr)

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JP2022088212 2022-05-31
JP2022-088212 2022-05-31

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013159267A (ja) * 2012-02-07 2013-08-19 Keihin Thermal Technology Corp 車両用空調装置
CN203533988U (zh) * 2013-04-12 2014-04-09 上海加冷松芝汽车空调股份有限公司 客车空调平行流冷凝器、蒸发器以及其使用的集流管
WO2017221400A1 (fr) * 2016-06-24 2017-12-28 三菱電機株式会社 Dispositif à cycle de réfrigération et échangeur de chaleur extérieur utilisé dans celui-ci
WO2018029784A1 (fr) * 2016-08-09 2018-02-15 三菱電機株式会社 Échangeur de chaleur et dispositif à cycle de réfrigération pourvu d'un échangeur de chaleur

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013159267A (ja) * 2012-02-07 2013-08-19 Keihin Thermal Technology Corp 車両用空調装置
CN203533988U (zh) * 2013-04-12 2014-04-09 上海加冷松芝汽车空调股份有限公司 客车空调平行流冷凝器、蒸发器以及其使用的集流管
WO2017221400A1 (fr) * 2016-06-24 2017-12-28 三菱電機株式会社 Dispositif à cycle de réfrigération et échangeur de chaleur extérieur utilisé dans celui-ci
WO2018029784A1 (fr) * 2016-08-09 2018-02-15 三菱電機株式会社 Échangeur de chaleur et dispositif à cycle de réfrigération pourvu d'un échangeur de chaleur

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