CN203496910U - Railway vehicle air conditioning unit heat exchanger - Google Patents
Railway vehicle air conditioning unit heat exchanger Download PDFInfo
- Publication number
- CN203496910U CN203496910U CN201320626507.9U CN201320626507U CN203496910U CN 203496910 U CN203496910 U CN 203496910U CN 201320626507 U CN201320626507 U CN 201320626507U CN 203496910 U CN203496910 U CN 203496910U
- Authority
- CN
- China
- Prior art keywords
- heat exchanger
- coil pipe
- row
- rows
- vehicle air
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Lifetime
Links
- 238000004378 air conditioning Methods 0.000 title abstract description 12
- 238000001816 cooling Methods 0.000 abstract description 4
- 230000000694 effects Effects 0.000 abstract description 3
- 238000012360 testing method Methods 0.000 description 4
- 238000013461 design Methods 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002146 bilateral effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000007710 freezing Methods 0.000 description 1
- 230000008014 freezing Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000011218 segmentation Effects 0.000 description 1
- 238000012932 thermodynamic analysis Methods 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Landscapes
- Air-Conditioning For Vehicles (AREA)
Abstract
The utility model discloses a railway vehicle air conditioning unit heat exchanger and relates to the technical field of railway vehicle auxiliary equipment. The heat exchanger comprises a frame, more than one axial fan, a first heat exchanger and a second exchanger. The axial fans are arranged in the middle of the frame. The first heat exchanger and the second heat exchanger are arranged on the two sides of the axial fan symmetrically in a splayed shape and are respectively provided with a plurality of rows of condensing tube coils. The coils of the first heat exchanger and the coils of the second heat exchanger are arranged in two areas. The area close to the axial fans is a first area, and the area far away from the axial fans is a second area. The number of rows of the coils of the first area is larger than the number of rows of the coils of the second area. On the premise that the number of rows of the coils in the heat exchangers does not increase the area of the heat exchanger, the resistance is adjusted through changing the thickness of the air current direction of the heat exchangers, so that the air speed of all the parts of the heat exchangers is almost even, and the heat exchange efficiency of the heat exchangers is improved. The railway vehicle air conditioning unit heat exchanger has the advantages of being simple in structure, reasonable in layout, good in cooling effect, and capable of saving energy resources.
Description
Technical field
The utility model relates to guideway vehicle attendant equipment technical field, particularly a kind of rail vehicle air conditioner group heat exchanger.
Background technology
As shown in Figure 1, known rail vehicle air conditioner group structure, on framework, be provided with two fin-tube type heat exchanger coil pipes, heat exchanger coils is arranged in splayed configuration structure, coil pipe is arranged in some rows through fin, hot and cold water is snakelike back and forth mobile in pipe, and air is walked between fin outside pipe, is heated or cooled simultaneously.Interposition is equipped with one or more prerotators, by blower fan, the air that is positioned at heat exchanger below is extracted out outward, reach cooling requirement, the position of blower fan and size cannot change, relatively, air becomes more important by the design of coil pipe, and current track vehicle air conditioning unit is subway especially, motor-cars etc. require more and more lighter to weight, performance requriements is more and more higher, the performance that can not promote its heat exchange amount and then promote unit by increasing the heat interchanging area of heat exchanger, therefore need carry out airflow velocity analysis for specific heat exchanger structure, found that coil surface speed has obviously inhomogeneous phenomenon in the vertical direction, can reduce the heat transfer property energy of coil pipe, cause condensing temperature to raise, and then the energy efficiency of reduction rail vehicle air conditioner group, the angle that changes coil pipe through test passes and has impact heat, but cannot improve air-flow distribution size inequality and inside and outside inconsistent problem.For the product of more realistic demand is provided, therefore research and develop, to solve, use the upper coil surface speed that easily produces to have in the vertical direction obviously inhomogeneous problem.
Utility model content
Technical problem to be solved in the utility model be to provide a kind of simple in structure, rationally distributed, improve heat exchange efficiency, good cooling results, can save the rail vehicle air conditioner group heat exchanger of the energy.
For solving the problems of the technologies described above, technical solution adopted in the utility model is:
A kind of rail vehicle air conditioner group heat exchanger, comprise framework, more than one prerotator, First Heat Exchanger and the second heat exchanger, described prerotator is fixedly installed in the middle of framework, described First Heat Exchanger and the second heat exchanger are two fin-tube type heat exchangers, be splayed and be symmetricly set on prerotator both sides, described First Heat Exchanger and the second heat exchanger are equipped with the parallel plane cold finger coil pipe of some rows and heat exchanger place, the coil pipe of described First Heat Exchanger and the second heat exchanger is divided into Liang Ge district, what distance axis flow fan was near is the firstth district, far away is Second Region, the coil pipe row in described the firstth district is greater than the coil pipe row of Second Region.
Preferably, described First Heat Exchanger and the second heat exchanger also comprise differential gap, and described differential gap is between the firstth district and Second Region, and the coil pipe row of described differential gap is greater than the coil pipe row of Second Region.
Preferably, the coil pipe row in described the firstth district is identical with the coil pipe row of differential gap.
Preferably, the coil pipe row in described the firstth district is greater than the coil pipe row of differential gap.
Preferably, the coil pipe row in described the firstth district is less than the coil pipe row of differential gap.
Preferably, the coil pipe row of the Second Region of described First Heat Exchanger and the second heat exchanger is at least one row, and differential gap coil pipe row is than the many at least one rows of the coil pipe row of Second Region, and the coil pipe row in the firstth district is than the many at least one rows of the coil pipe row of differential gap.
Preferably, the coil pipe in the firstth district of described First Heat Exchanger is inwardly or is outstanding outwardly, and the coil pipe in the firstth district of the second heat exchanger is inwardly or is outstanding outwardly.
Preferably, the coil pipe row in the firstth district of described First Heat Exchanger is identical with the coil pipe row of differential gap, than the many at least one rows of the coil pipe row of Second Region.
Preferably, the coil pipe row in the firstth district of described First Heat Exchanger is than the few at least one row of the coil pipe row of differential gap, than the many at least one rows of the coil pipe row of Second Region.
The beneficial effect that adopts technique scheme to produce is: in prerotator bilateral symmetry, First Heat Exchanger and the second heat exchanger are set, by being set, the row of coil pipe in heat exchanger reaches under the prerequisite that does not increase heat exchanger area, by changing the thickness of heat exchanger air flow line, regulate resistance, make to approach evenly by the wind speed at each position of heat exchanger, improve the heat exchange efficiency of heat exchanger, and then raising heat transfer property, and can reduce the resistance of heat exchanger, reduce to a certain extent noise, promote the efficiency of blower fan, to overcome the defect of prior art.The utlity model has advantage simple in structure, rationally distributed, that improve heat exchange efficiency, good cooling results, can save the energy.
Accompanying drawing explanation
Fig. 1 is known rail vehicle air conditioner group constructional drawing;
Fig. 2 is the first example structure schematic diagram of the present utility model;
Fig. 3 is the section-drawing of the first embodiment heat exchanger;
Fig. 4 is the section-drawing of the second embodiment heat exchanger;
Fig. 5 is the section-drawing of the 3rd embodiment heat exchanger;
Fig. 6 is the section-drawing of the 4th embodiment heat exchanger;
Fig. 7 is the section-drawing of the 5th embodiment heat exchanger;
Fig. 8 is the section-drawing of the 6th embodiment heat exchanger;
Each unit test pressure-enthalpy chart of Fig. 9;
In figure: 1-prerotator, 2-First Heat Exchanger, 3-the second heat exchanger, 4-framework, 5-the firstth district, 6-differential gap, 7-Second Region, 8-coil pipe.
The specific embodiment
Below in conjunction with the drawings and specific embodiments, the utility model is described in further detail.
Embodiment 1: as Fig. 2, shown in Fig. 3, a kind of rail vehicle air conditioner group heat exchanger, comprise framework 4, more than one prerotator 1, First Heat Exchanger 2 and the second heat exchanger 3, described prerotator 1 is fixedly installed in the middle of framework 4, described First Heat Exchanger 2 and the second heat exchanger 3 are two fin-tube type heat exchangers, be splayed and be symmetricly set on prerotator 1 both sides, described First Heat Exchanger 2 and the second heat exchanger 3 are equipped with the parallel plane cold finger coil pipe 8 of some rows and heat exchanger place, the coil pipe 8 of described First Heat Exchanger 2 and the second heat exchanger 3 is divided into Liang Ge district, what distance axis flow fan 1 was near is the first district 5, far away is Second Region 7, coil pipe 8 rows in described the first district 5 are greater than coil pipe 8 rows of Second Region 7.Described First Heat Exchanger 2 and the second heat exchanger 3 also comprise differential gap 6, described differential gap 6 is between the first district 5 and Second Region 7, coil pipe 8 rows of described differential gap 6 are greater than coil pipe 8 rows of Second Region 7, and the first district 5, differential gap 6 and Second Region 7 are divided into trisection according to distance axis flow fan 1 distance by coil pipe 8 pipe rows.In the section-drawing of the present embodiment (Fig. 3), the coil pipe 8 of differential gap 6 is 3 rows, and coil pipe 8 rows in the first district 5 of the First Heat Exchanger 2 of the most close prerotator 1 and the second heat exchanger 3 are arranged (becoming 4 rows) than the coil pipe of differential gap 68 rows many 1, and the coil pipe 8 in the first district 5 is inwardly and stretches out than differential gap 6.But the utility model, not as limit, also can make coil pipe 8 rows of the first district 5, differential gap 6 and Second Region 7 increase respectively by a row or reduce by a row, can be namely 4:3:2 or 3:2:1 or 5:4:3.Through simulation, find, the overall average wind speed that the present embodiment is compared original air-conditioning unit structure exceeds 14.17%, and total heat biography amount increases by 8.27%.But the utility model is not as limit, and the first district 5, differential gap 6 and Second Region 7 also can uneven deciles.
Embodiment 2: as shown in Figure 4, First Heat Exchanger 2 and the second heat exchanger 3 are divided into trisection according to distance axis flow fan 1 distance by coil pipe 8 pipe rows, and (the utility model is not as limit, the first district 5, differential gap 6 and Second Region 7 also can uneven deciles), all the other structures are with embodiment 1.The coil pipe 8 of differential gap 6 is 3 rows, and coil pipe 8 rows in the first district 5 of the First Heat Exchanger 2 of the most close prerotator 1 and the second heat exchanger 3 are than many 1 rows (becoming 4 rows) of the coil pipe of differential gap 68 rows, and the coil pipe 8 in the first district 5 is outwardly and stretches out than differential gap 6, also can make coil pipe 8 rows of the first district 5, differential gap 6 and Second Region 7 increase respectively by a row or reduce by a row, can be namely 4:3:2 or 3:2:1 or 5:4:3, but the utility model be as limit.Through simulation, find that the overall average wind speed of comparing original air-conditioning unit structure exceeds 17.56%, total heat biography amount increases by 10.40%.
Embodiment 3: as shown in Figure 5, First Heat Exchanger 2 and the second heat exchanger 3 coil pipe 8 pipe rows are divided into two deciles, and (but the utility model is not as limit, also can uneven decile), respectively the first district 5 and Second Region 7, coil pipe 8 rows that make the first district 5 are that 4 rows (are the twice of Second Region 7, but at least many rows),, coil pipe 8 rows of Second Region 7 are 2 rows, and the first district 5 of First Heat Exchanger 2 and the second heat exchanger 3 is outstanding outwardly.Find to compare after tested original air-conditioning unit structure during result, wind speed is higher than 18.09%, and total heat biography amount increases by 10.27%.That is to say that the first district 5 is at least 2 than the coil pipe of Second Region 78 row ratios, as the ratio setting of 4:2 or 2:1.All the other structures are with embodiment 1.
Embodiment 4: as shown in Figure 6, the first district 5 of First Heat Exchanger 2 and the second heat exchanger 3 is outstanding inwardly in this embodiment, and all the other structures are with embodiment 3.Find to compare after tested original air-conditioning unit structure during result, wind speed is higher than 18.09%, and total heat biography amount increases by 10.27%.That is to say that the first district 5 is at least 2 than the coil pipe of Second Region 78 row ratios, as the ratio setting of 4:2 or 2:1.
Embodiment 5: as shown in Figure 7, in this embodiment, from prerotator 1, First Heat Exchanger 2 differential gaps 6 away from and coil pipe 8 rows of Second Region 7 are 2 rows, and coil pipe 8 rows in the first district 5 of First Heat Exchanger 2 are 4 rows and are the standing shapes that is outside; Nearer the second heat exchanger 3 first districts 5 of distance axis flow fan 1, coil pipe 8 rows of First Heat Exchanger 2 differential gaps 6 are all made as the differential gap 6 of First Heat Exchanger 2 and 2 times of Second Region 7; Coil pipe 8 rows of the second heat exchanger 3 Second Regions 7 that distance axis flow fan 1 is far away are made as 2 rows, coil pipe 8 rows that make the second heat exchanger 3 first districts 5 or the second heat exchanger 3 differential gaps 6 are 2 times of the second heat exchanger 3 Second Regions 7, and the first district 5 and the differential gap 6 of the second heat exchanger 3 are outside standing shape.All the other structures are with embodiment 1.Find during result after tested to compare original air-conditioning unit structure, overall average wind speed is higher than 20.42%, and total heat biography amount is higher than 10.28%.So the setting of pipe row is except 4:2(2 times of pattern) 2:1 or 6:3 in addition, more can there is the setting of 5:3, so, ratio is defined as to 1.67～2 times being set as in the scope of the claims.And the heat reaching passes the effect increasing and is all similar to, all good than known air-conditioning unit structure.
Embodiment 6: as shown in Figure 8, what in this embodiment, coil pipe 8 rows were many is to be outstanding inwardly, and all the other structures are with embodiment 5.Find than basic status during result after tested, overall average wind speed is higher than 20.42%, and total heat biography amount is higher than 10.28%.So the setting of pipe row is except 4:2(2 times of pattern) 2:1 or 6:3 in addition, more can there is the setting of 5:3, so, ratio is defined as to 1.67～2 times being set as in the scope of the claims.And the heat reaching passes the effect increasing and is all similar to, all good than known air-conditioning unit structure.
After experimental situation in the utility model reaches test condition, first allow unit run to stabilized conditions, and time of run must not be less than one hour, and the physical quantity that observation post measures all reaches stable state, finally the physical quantity of required measurement recorded and stored.20 minutes values of every minor tick once, amount to 4 times, and average.
The data such as related pressure, temperature, humidity and air quantity that obtain after experiment, and after a succession of thermodynamic analysis relational expression is calculated, draw each unit test pressure-enthalpy chart as Fig. 9.In figure, Unit1 is for embodiment 1, Unit2 is for embodiment 2, Unit3 is for embodiment 3 and embodiment 4, Unit4 is for embodiment 5 and embodiment 6, in figure, can find, when rail vehicle air conditioner group heat exchanger adopts the Tube Sheet of Heat Exchanger row arrangement (that is becoming pipe row arrangement) of the 3rd preferred embodiment, be that fixed tube row's the COP of air-conditioning unit is taller than heat exchanger coils, more particularly COP is promoted to 2.90 by 2.72.Yet those skilled in the art are when knowing so long as the heat exchanger coils of a/c system or freezing employing the utility model 1 to 6 embodiment all can promote COP value.COP value (refrigerating efficiency) is actual is exactly the ratio of the achieved refrigerating capacity of heat pump (heating capacity) and horsepower input, and under identical operating mode, the efficiency of larger this heat pump of explanation of its ratio is more high more energy-conservation.
Structure in sum, the utility model is not increasing under heat interchanging area, cost and energy resource consumption restriction, according to pipe row, by coil pipe component, be some parts (two or three parts), with segmentation, increase or reduce the mode of pipe row, design six kinds of coil arrangements, successfully solve the problem crux of traditional design coil pipe, promote rail vehicle air conditioner group condenser system heat-sinking capability, according to simulation and experimental verification, can be drawn a conclusion, it can provide very better COP.
In the utility model embodiment, using rail vehicle air conditioner group condenser structure as explanation, those skilled in the art are known, this heat exchanger coils structure also can be used for other equivalent coil arrangement, and for example evaporating coil structure, is not limited to the illustrated condenser pan tubular construction of this embodiment; And for example heat exchanger is vertically placed, and is not limited to the illustrated splayed configuration setting of this example; And for example the pipe row in above-mentioned the first district 5 is fewer than the pipe row of above-mentioned differential gap 6, the pipe row of above-mentioned differential gap 6 is fewer than the pipe row of above-mentioned Second Region 7, object is even in order to make by the wind speed of heat exchanger, strengthen its heat exchange property, be not limited to said the first district 5 in literary composition and manage rows than differential gap more than 6, differential gap 6 pipe rows are than Second Region more than 7.
More than illustrate the utility model just illustratively, and nonrestrictive, in the situation that do not depart from the spirit and scope that claim limits, can make many modifications, variation or equivalence, but within all falling into protection domain of the present utility model.
Claims (9)
1. a rail vehicle air conditioner group heat exchanger, comprise framework (4), more than one prerotator (1), First Heat Exchanger (2) and the second heat exchanger (3), described prerotator (1) is fixedly installed in the middle of framework (4), described First Heat Exchanger (2) and the second heat exchanger (3) are two fin-tube type heat exchangers, be splayed and be symmetricly set on prerotator (1) both sides, described First Heat Exchanger (2) and the second heat exchanger (3) are equipped with some rows and the parallel plane cold finger coil pipe in heat exchanger place (8), it is characterized in that: the coil pipe (8) of described First Heat Exchanger (2) and the second heat exchanger (3) is divided into Liang Ge district, what distance axis flow fan (1) was near is the firstth district (5), far away is Second Region (7), coil pipe (8) row in described the firstth district (5) is greater than coil pipe (8) row of Second Region (7).
2. rail vehicle air conditioner group heat exchanger according to claim 1, it is characterized in that: described First Heat Exchanger (2) and the second heat exchanger (3) also comprise differential gap (6), described differential gap (6) is positioned between the firstth district (5) and Second Region (7), and coil pipe (8) row of described differential gap (6) is greater than coil pipe (8) row of Second Region (7).
3. rail vehicle air conditioner group heat exchanger according to claim 2, is characterized in that: coil pipe (8) row in described the firstth district (5) is identical with coil pipe (8) row of differential gap (6).
4. rail vehicle air conditioner group heat exchanger according to claim 2, is characterized in that: coil pipe (8) row in described the firstth district (5) is greater than coil pipe (8) row of differential gap (6).
5. rail vehicle air conditioner group heat exchanger according to claim 2, is characterized in that: coil pipe (8) row in described the firstth district (5) is less than coil pipe (8) row of differential gap (6).
6. rail vehicle air conditioner group heat exchanger according to claim 2, it is characterized in that: coil pipe (8) row of the Second Region (7) of described First Heat Exchanger (2) and the second heat exchanger (3) is at least one row, differential gap (6) coil pipe (8) row is than the many at least one rows of the coil pipe of Second Region (7) (8) row, and coil pipe (8) row of the firstth district (5) is than the many at least one rows of the coil pipe of differential gap (6) (8) row.
7. rail vehicle air conditioner group heat exchanger according to claim 6, it is characterized in that: the coil pipe (8) in firstth district (5) of described First Heat Exchanger (2) is inwardly or is outstanding outwardly, the coil pipe (8) in firstth district (5) of the second heat exchanger (3) is inwardly or is outstanding outwardly.
8. rail vehicle air conditioner group heat exchanger according to claim 6, it is characterized in that: coil pipe (8) row in firstth district (5) of described First Heat Exchanger (2) is identical with coil pipe (8) row of differential gap (6), than the many at least one rows of the coil pipe of Second Region (7) (8) row.
9. rail vehicle air conditioner group heat exchanger according to claim 6, it is characterized in that: coil pipe (8) row in firstth district (5) of described First Heat Exchanger (2) is than the few at least one row of the coil pipe of differential gap (6) (8) row, than the many at least one rows of the coil pipe of Second Region (7) (8) row.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320626507.9U CN203496910U (en) | 2013-10-11 | 2013-10-11 | Railway vehicle air conditioning unit heat exchanger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320626507.9U CN203496910U (en) | 2013-10-11 | 2013-10-11 | Railway vehicle air conditioning unit heat exchanger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203496910U true CN203496910U (en) | 2014-03-26 |
Family
ID=50327909
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320626507.9U Expired - Lifetime CN203496910U (en) | 2013-10-11 | 2013-10-11 | Railway vehicle air conditioning unit heat exchanger |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203496910U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113232500A (en) * | 2020-01-22 | 2021-08-10 | 丰田自动车株式会社 | Vehicle with a steering wheel |
-
2013
- 2013-10-11 CN CN201320626507.9U patent/CN203496910U/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113232500A (en) * | 2020-01-22 | 2021-08-10 | 丰田自动车株式会社 | Vehicle with a steering wheel |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN203375573U (en) | Device for improving degree of supercooling of refrigerant of multi-split air conditioners and multi-split air conditioners with same | |
| CN203442998U (en) | Airplane ground air conditioning unit | |
| CN105135739A (en) | Multifunctional heat pump type evaporative condensing air-conditioning unit | |
| CN201653005U (en) | Air-conditioning condenser | |
| Jing et al. | Optimization and performance analysis of water-mediated series indirect evaporative chillers: Experimental and simulated investigation | |
| Jing et al. | Performance comparison and suitable climatic zones of three water-mediated evaporative cooling technologies | |
| CN205119549U (en) | Multi -functional heat pump type evaporation formula condensation air conditioning unit | |
| CN102767895B (en) | Air conditioner used thin finned tube heat exchanger | |
| CN203496910U (en) | Railway vehicle air conditioning unit heat exchanger | |
| CN206073290U (en) | A kind of row level heat pipe air conditioner end | |
| CN204063696U (en) | A kind of air conditioning condenser for vehicle | |
| CN207365183U (en) | One kind closing passage of heat energy-saving machine room air conditioning system | |
| CN100498135C (en) | Condensator and air conditioner possessing the condensator | |
| CN106802027A (en) | A kind of composite wind-cooled fin-tube type heat exchanger structure | |
| CN104266414B (en) | A kind of air conditioning condenser for vehicle in self adaptation periphery flow field | |
| CN202928187U (en) | A cold water and hot water air-conditioning unit employing series-flow evaporators | |
| CN202452606U (en) | Split air conditioner | |
| CN205174922U (en) | Air source hot and cold water unit | |
| CN104266411B (en) | A kind of composite refrigeration system air-cooled heat exchange assembly of combined type | |
| CN202392899U (en) | Air-conditioning wind cabinet and air-conditioning system with same | |
| CN205991641U (en) | A kind of finned heat exchanger suppressing local frosting | |
| CN203396066U (en) | Window type air conditioner and heat exchange system thereof | |
| CN203501559U (en) | Fin-type evaporator for refrigerator of large heat exchange area | |
| CN202532683U (en) | Small-caliber finned tube type heat exchanger for air conditioner | |
| CN202813668U (en) | Variable frequency air conditioner with novel chip cooling device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CX01 | Expiry of patent term |
Granted publication date: 20140326 |
|
| CX01 | Expiry of patent term |