JP2001332883A - On-vehicle cooling device with no refrigerant - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle cooling device with no refrigerant with utilizes air flow at traveling with good maintainability, low cost, less volume and weight, and less impact to environment. SOLUTION: A heat sink is provided where a plurality of plate-like fins are fixed to a base bottom in parallel with constant intervals. Here, in order that air flow at traveling passes through gaps between plate-like fins for cooling, the plurality of parallel plate-like fins are provided in parallel to the travel direction of a train while a heating body is fitted to a surface opposite to a surface of a heat sink base bottom where the plate-like fins are fixed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling device for removing heat generated from elements mounted on a vehicle and the like, and more particularly to a cooling device for a vehicle without a refrigerant using traveling wind.

[0002]

2. Description of the Related Art FIG.
FIG. 23 is a configuration diagram showing a state in which the conventional cooling device for a vehicle disclosed in Japanese Patent Application Publication No. 0-90 / 1971 is installed under the floor of a vehicle.
3 is a cross-sectional view of a main part of FIG. In the figure, 100 is an electric equipment box, 101 is an electric equipment, 102 is a refrigerant, 10
4 is a vehicle, 105 is a bar-shaped fin, and 106 is a running wind.

The heat generated from the electric equipment 101 is
02 from the refrigerant 102 to the electrical equipment box 10
The heat transmitted to 0 is a bar-shaped fin 105 arranged in a staggered pattern.
And transmitted from the rod-shaped fins 105 to the traveling wind 106. The electric device 101 is configured to be cooled by such a path. When the traveling wind 106 flows between the bar-shaped fins 105 arranged in a zigzag pattern, a separation area behind each fin is formed and fluid resistance is generated, so that the traveling wind 106 leaks to an open space outside. That is, only the upstream end of the cooling device contributes to heat transfer, and no performance is obtained on the downstream side.

[0004]

Since a conventional vehicle-mounted cooling device uses a refrigerant, it must have an airtight structure so that the refrigerant does not leak. However, there is a problem that the weight is large and it takes a long time to remove, and the maintenance cost is increased, and the refrigerant which is a harmful substance imposes a burden on the global environment. When a fin-type heat sink is installed in an air passage having a finite cross-sectional area and is used in a forced air cooling system, a cooling performance can be easily measured by a performance evaluation test. However, when a fin-type heat sink is installed in a traveling wind having infinite free space, how much the traveling wind passing between the fins decreases toward the downstream, and how much the cooling capacity falls, etc. It is difficult to simulate infinite space experimentally for quantitative understanding of cooling capacity.
The flow around the vehicle is complicated and difficult to simulate, and has not been sufficiently studied.

[0005] The present invention has been made to solve the above problems, and has excellent maintainability.
An object of the present invention is to provide a refrigerant-less in-vehicle cooling device that is inexpensive, small in volume, small in weight, and has a low environmental load, and further provides a refrigerant-less in-vehicle cooling device that uses traveling wind. It is the purpose.

[0006]

According to the present invention, there is provided a refrigerant-less cooling system for a vehicle, which has a heat sink in which a plurality of flat fins are fixed to a base in parallel with each other at substantially equal intervals. A plurality of parallel plate-shaped fins are arranged in parallel with the running direction of the train so that the running air flows in the gap between the plate-shaped fins and the plane, and the plate-shaped fins at the base of the heat sink are fixed. The heating element is fixed to the opposite surface.

When the thickness of the flat fin is T and the pitch of the flat fin is P, 1.5T + 3 ≦ P ≦ 1.5T + 13 (where
5 ≦ T ≦ 7).

Further, the heat sink is configured so that 3 ≦ P / T ≦ 12.

Further, the heat sink is divided in a direction parallel to the track.

[0010] Further, projections or irregularities which disturb the flow are provided on the surface of each flat fin of the heat sink.

The thickness of each flat fin of the heat sink increases from the tip of the flat fin toward the base.

The front edge of each flat fin of the heat sink is cut obliquely.

The heat sink has a notch at the front edge of each flat fin.

Further, the front edges of the plate-like fins of the heat sink are shifted from each other in the flow direction.

The front edge of each flat fin of the heat sink is sharp.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 FIG. 1 shows the appearance of a refrigerant-less in-vehicle cooling device according to Embodiment 1 of the present invention, and is more specifically a schematic diagram attached to the side of an electric equipment box placed under the floor of a train. This figure shows the train running (in parallel with the train, in the same direction,
(Taken from a camera running at the same speed).

In FIG. 1, 1 is a heat sink, 2 is an electric equipment box, 3 is a mounting bracket, 4 is a door, 5 is a window,
Reference numeral 6 denotes a track or a rail, 7 denotes another electric device box provided alongside or separated from the electric device box 2, 8 denotes a vehicle body, and 9 denotes a running wind. The heat sink 1 is fixed to an electric device box 2, and the electric device box 2 is attached to a vehicle body 8. In particular, when a heating element is provided, a cooling device is required, and when there is no heating element as in the other electrical device box 7, no cooling device is required. As described above, a number of electrical equipment boxes are mounted under the floor of the vehicle.

For example, inside the electric equipment box 2, I
PM (Intelligent Power Modu)
A switching element for controlling a propulsion force of a motor used as a driving force of a train is attached thereto. The IPM is directly attached to the base of the heat sink inside the electric equipment box 2 via grease or the like having good thermal conductivity. The heat sink 1 is configured by arranging a plurality of aluminum flat fins 10 at equal intervals in parallel with each other and fixing the same to a thick flat aluminum base 11. Here, as a general fixing method, there are welding, brazing, use of an adhesive, caulking, and the like. In some cases, such as die casting, the fin and the base are integrally formed. Heat sink 1
A plurality of parallel plate-shaped fins 10 are arranged in parallel with the running direction of the train, and a heat sink base 11 is provided so that the running wind 9 flows in the gap between the plate-shaped fins 10 to cool the space. A heating element (not shown in FIG. 1) is fixed to the surface opposite to the surface on which the flat fin 10 is fixed.

Next, the operation will be described. Heat generated from the IPM is transmitted from the heat sink base 11 to the fins 10 fixed thereto, and is transmitted to the flat fins 10 and the traveling wind 9 flowing between the flat fins 10. Here, this device is called a traveling-wind self-cooling refrigerant-less vehicle-mounted cooling device in the sense that the train itself cools while traveling the amount of heat generated from the train itself.

As described above, the heat sink is constituted by fixing a plurality of flat fins at the base thereof at equal intervals in parallel with each other, and cooling by flowing running air through the gap between the flat fins. As described above, a plurality of parallel plate-shaped fins are arranged in parallel with the running direction of the train and installed so as to be exposed in the running wind, and heat is generated on the surface opposite to the surface where the plate-shaped fins at the base of the heat sink are fixed. Since the body is fixed, it is possible to realize a refrigerant-less in-vehicle cooling device, and at the same time, has excellent maintainability, low maintenance cost, and reduced environmental burden.

In the first embodiment, the heating element is an IPM.
Although the description has been given of the case, any structure may be used as long as it generates heat, and the same effect as in the first embodiment can be obtained. Further, in the first embodiment, the case where the cooling device is disposed on the side of the vehicle has been described. However, the cooling device may be disposed on the bottom surface or the upper surface. Can be obtained.
In the first embodiment, the material of the heat sink is described as being made of a metal mainly composed of aluminum. However, the heat sink is made of another metal having excellent thermal conductivity such as magnesium, titanium, silver, and gold. The same effect as in the first embodiment can be obtained.

Embodiment 2 FIG. FIG. 2 is a schematic diagram showing a traveling-air self-cooling type refrigerant-less vehicle-mounted cooling device according to Embodiment 2 of the present invention. The same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted. In FIG. 2, the heat sink is designed so that the running wind 9 passing between the flat fins 10 is in a turbulent or transition region when the train runs at an average speed. In addition, the heat sink 1 and the electric equipment box 2 are configured to be significantly smaller (about half in the figure) as compared with the refrigerant-less in-vehicle cooling device 1 described in the first embodiment (specific numerical examples are shown below). (Shown in Embodiment 3).

Next, the operation will be described. FIG. 3 shows the boundary layer thickness δ and the heat transfer coefficient α in the state of the flow along the flat fin (the flow velocity is constant from upstream to downstream). The laminar boundary layer developed from the tip of the flat fin 10 increases instability toward the downstream and moves to the turbulent boundary layer via the transition region. On the other hand, the local heat transfer coefficient of a flat fin increases sharply when transitioning from laminar flow to turbulent flow, and it is known that even at laminar flow, the heat transfer coefficient α is locally extremely high at the tip of the flat plate. ing.
This is called the leading edge effect.

In order to utilize the leading edge effect having an extremely high heat transfer coefficient, it is considered good to arrange a number of rod-shaped fins as shown in the prior art and to collide the traveling wind many times. As described above, since the cooling device itself is installed in the open space, the traveling wind passing between the rod-shaped fins leaks into the open space, resulting in a shortage of air volume in the downstream portion,
The local heat transfer coefficient decreases sharply. When a refrigerant is used as in the conventional example, the temperature tends to be uniform due to the mixing action of the liquid even if the temperature on the downstream side rises. However, in the refrigerantless fin, the IPM on the downstream side is replaced by the IPM on the upstream side. Since the temperature rise is larger than that of the IPM, it is necessary to reduce the thermal load applied to the IPM in order to prevent the thermal destruction of the IPM.
As a result, there arises a problem that it is not suitable for practical use. That is,
The key to thermal design is how to improve the heat transfer without escaping the traveling wind, and particularly to reduce the temperature rise of the IPM located downstream.

In the second embodiment, the flat fins 10
When the state of the flow between the fins 10 travels at the average speed (in the case of the average traveling speed), the state of the traveling wind 9 between the flat fins 10 can increase the transition region or the turbulent flow, and can substantially increase the transition region. Alternatively, turbulent flow can be achieved, so that cooling can be performed more effectively, the heat transfer coefficient due to the traveling wind is sufficiently considered, and a high heat transfer coefficient is maintained up to the downstream end of the flat fin 10. As described above, since the state of the flow passing between the flat fins when the train is cruising at the average traveling speed is a turbulent flow or a transition region, the heat transfer rate from the flat fins to the air is high. Thus, the capacity of the refrigerant-less cooling device is improved.
That is, when compared with the same cooling capacity, the flat fins can be significantly reduced, the base area of the flat fins can be significantly reduced, and the electrical equipment box can be significantly reduced. In addition, it is possible to reduce the burden on the environment by improving maintainability, reducing maintenance costs, and effectively using materials.

The method of measuring the traveling wind is described below. An anemometer is installed in the gap between the flat fins 10 to measure the wind speed. For example, a wind speed probe (product name: MT-100 manufactured by Honda Kogyo)
(−400Q) at the upstream end 17 (see FIG. 2) and the downstream end 18 of the flat fin 10 (at the center of the gap, at a height of 0.5).
H). A wind speed (m / s) is obtained from a voltage (V) obtained by connecting a wind speed probe and a wind speed converter (product name: MONITOR manufactured by Honda Kogyo).

In a test in which the train is run at an average speed (average running speed) or the running wind is simulated experimentally, the wind speed u (m / s) at the center of the gap between the upstream end and the downstream end of the flat fins. (Upstream: u ₁ , downstream:
u ₂ ). Then, the Reynolds number Re (upstream side: Re ₁ , downstream side: Re ₂ ) with respect to the gap between the flat fins is calculated by the following equation. Here, T is the thickness (mm) of the flat fin, P
Is the pitch (mm) of the flat fins 10, and H is the height (mm) of the flat fins 10.

[0028]

(Equation 1)

Where ν is the kinematic viscosity coefficient of air (1.5 ×
^10-5 ) Whether the flow in the flat fin gap is laminar flow, transition region, or turbulent flow is determined by Reynolds number. Re <2300 laminar flow 2300 <Re <3000 transition region 3000 <Re... Turbulent flow According to experimental results, Re ₁ > 6000 Re ₂ <1
When it was 350, the performance was good. Reynolds number = 135
0 is 0.5 times the laminar flow limit 2300 and 6000 is twice the minimum turbulence limit.

Embodiment 3 FIG. 4 is a schematic diagram illustrating a heat sink of a main part according to Embodiment 3 of the present invention, in which only the heat sink 1 is taken out. The basic shape of the heat sink 1 is a flat fin 10 and a base 11.
Here, the following basic parameters are defined. B: Thickness of base portion (mm) T: Thickness of flat fin (mm) P: Pitch of flat fin 10 (mm) H: Height of flat fin 10 (mm) W: Height of flat fin 10 Length in the width direction (mm) L: Length in the flow direction of base 11 (mm) Specific numerical examples are B: 20 mm T: 2 mm P: 10 mm H: 150 mm W: 200 mm L: 600 mm.

The IPM (IPM element) has a heating value of 1300 W / 1 element The number of elements: 4 pieces / 1 control device size: 140 mm × 180 mm. Two heat sinks 1 are attached to the train in parallel along the track (see FIG. 6), and two IPMs 21 are fixed to the base 11 of the heat sink 1 (FIG. 7).
(B)).

The traveling pattern of a general vehicle is composed of acceleration, cruising at a constant speed, deceleration, and stopping, and the cooling capacity generated according to the vehicle speed changes with time. In addition, since the running speed varies depending on the vehicle to be mounted, the average running speed of the vehicle on a representative route was calculated and used as the representative vehicle speed. For example, acceleration time: 30 seconds Speed 0 → 80 km / h Cruise time: 90 seconds Speed 80 km / h Deceleration time: 30 seconds Speed 80 → 0 km / h Stop time: 30 seconds Speed 0 km / h (The distance between stations is different. ,) Approximately these are operating.

That is, the average traveling speed, that is, the representative vehicle speed is 5
It is 3.33 km / h. The average traveling speed here is the average traveling speed from the start to the stop of traveling and includes the time during which the vehicle is stopped at the station. This is because cooling is performed by natural convection even while the vehicle is stopped.
Also, if the cooling capacity of the flat fins is evaluated at the average running speed described above, it is considered that the cooling capacity does not change so much in the same flat fin specification even if the actual running pattern and the route change slightly. Can be

Next, the performance of the heat sink 1 is actually measured by actually driving the vehicle to the representative vehicle speed, and a wind tunnel experiment simulating an infinite open space, CFD (Computed
The collation with a numerical fluid analysis such as Fluid Dynamics was repeatedly performed to investigate parameters governing the cooling capacity. From among them, the calorific value, the number of elements, and the size (specific numerical values are as described above) of the IPM generally used for vehicles are selected, and the flat fins considered to be extremely effective in practical use as the heat sink performance are selected. When the optimum shape range was investigated, the following results were obtained.

FIG. 5 is a diagram showing the cooling capacity when the actual vehicle runs at the representative vehicle speed in the combination of the pitch P and the thickness T of the flat fin 10. The horizontal axis is T and the vertical axis is P. Assuming that the highest cooling performance is 100%, 12 is a central region having extremely high cooling capacity, and a performance of 95% or more was obtained. Central area: 1.5T + 5 ≦ P ≦ 1.5T + 9 (1.5
≦ T ≦ 3) 13 is an intermediate region having a high cooling capacity, and a performance of 80% or more was obtained. Intermediate area: 1.5T + 4 ≦ P ≦ 1.5T + 11 (1 ≦
T ≦ 5) 14 is a practical area where the cooling capacity can be used practically, and 70%
The above performance was obtained. Practical area: 1.5T + 3 ≦ P ≦ 1.5T + 13 (0.
5 ≦ T ≦ 7) The cooling capacity was less than 70% outside the practical range.

Next, the operation will be described. Considering practically conceivable traveling conditions and element conditions, P and T are configured to be any of the central region, the intermediate region, and the practical region. In the meantime, the flow between the fins increases the transition region or turbulence,
It becomes a transition region or a turbulent flow, and heat transfer is more efficiently promoted without using a refrigerant. As described above, when the vehicle is cruising at the representative vehicle speed, a high cooling capacity can be obtained without a refrigerant, so that a cooling device suitable for actual transient operation can be obtained.

Embodiment 4 FIG. In the fourth embodiment, more compactness is emphasized in the area specified in the third embodiment. Since the weight of the heat sink 1 is the sum of “flat fins + base”, a reduction in the mass of the flat fins achieves compactness. The mass of the flat fin is determined by the ratio of the thickness T of the flat fin in the pitch P of the flat fin, and can be arranged by P / T. In FIG. 5, 15 is a line of P / T = 12, and 16 is a line of P / T = 3. Therefore, the specifications of the flat fins are preferably configured as follows in a range where the cooling capacity is high in practice and the weight can be reduced. Since the configuration is such that 3 ≦ P / T ≦ 12 or more, the weight of the heat sink 1 can be reduced, the maintainability can be improved, and the amount of metal used can be reduced, so that the load on the environment can be reduced. Is possible.

Embodiment 5 FIG. 6 is a schematic diagram showing a traveling-wind self-cooling type refrigerant-less vehicle-mounted cooling device according to Embodiment 5 of the present invention. As compared with FIG. 2, the size of the control electric equipment box is the same, but the heat sink 1 is divided into two parts in parallel with the track. The size of the IPM is configured to be smaller than the base portion 11 of the divided heat sink 1, and the IPM does not protrude when the IPM is attached to the heat sink base portion 11. Next, the operation will be described. In order to explain the fifth embodiment in which the direction of division of the heat sink 1 is parallel to the track, a description will be given in comparison with the case where the heat sink 1 is not divided. 7A is a perspective view when the heat sink 1 is divided in parallel with the track, and FIG. 7B is a reduced rear view thereof. 8A is a perspective view when the heat sink 1 is not divided, and FIG. 8B is a reduced rear view.

The traveling wind 9 flows in parallel between the flat fins regardless of whether the heat sink 1 is divided or not. In addition, the IPM 21 is installed in parallel with the track in both divided and non-divided states. In other words, the amount of heat taken by the traveling wind 9 is the amount of heat of the IPM disposed immediately below the traveling wind 9.
The path of heat traveling from the air to the traveling wind 9 does not change.

FIG. 9A is a perspective view when the heat sink 1 is divided perpendicular to the track, and FIG. 9B is a reduced rear view. FIG. 10A is an explanatory diagram of the heat flow when the heat sink 1 is divided in parallel with the track, and FIG. 10B is an explanatory diagram of the heat flow when the heat sink 1 is divided perpendicular to the track. As shown in FIG. 10, the traveling wind 9 tends to move away from the base 11 from upstream to downstream. FIG.
As shown in FIG. 10A, when the heat sink 1 is divided in parallel with the track, heat can move from the downstream side to the upstream side of the base 11, but as shown in FIG. When divided vertically, the heat transfer from the downstream side of the base portion 11 to the upstream side is blocked, and the temperature of the downstream side increases. Therefore, as shown in FIG.
It is important to split the parallel to the orbit.

As described above, in the fifth embodiment, since the heat sink 1 is divided in parallel with the track, the heat sink 1 and the IPM 21 are manually held while maintaining the same cooling capacity as in the case where the heat sink is not divided. It becomes possible to remove it, and maintenance performance and maintenance cost can be greatly improved. Also, due to the mass production effect, the unit price decreases as the number of divisions increases, so that the cost of the control electric device can be reduced. Further, by applying the fifth embodiment to the first to fourth embodiments, it is possible to obtain a practical refrigerant-less in-vehicle cooling device in which the operational effects are added.

Embodiment 6 FIG. FIG. 11A is a schematic diagram illustrating a heat sink of a main part according to Embodiment 6 of the present invention. The surface of the flat fin 10 is, for example, as shown in FIG.
The projection 22 shown in FIG. Protrusion 22
Are regularly arranged on both sides of the flat fin 10.
FIG. 12 is a schematic diagram showing the flow between the flat fins.
Next, the operation will be described. The traveling wind passing between the flat fins 10 generates a peeling region 23 when colliding with the projection 22,
The flow is disturbed, increasing local turbulence and increasing the heat transfer coefficient on the fin surface. As described above, the projections are provided on the surface of the flat fins, so that the surface area of the flat fins is increased to increase the heat transfer coefficient and to cause local turbulence, thereby improving the heat transfer coefficient and improving the cooling capacity. Even better.

However, if the projections are enlarged and the number is increased,
Since the peeling area generated at the rear of the projection increases and the airflow resistance of the traveling wind passing between the flat fins increases, it is not only necessary to install the airflow unnecessarily, but there is an optimal design point for improving the cooling capacity. . In the sixth embodiment, the protrusion 23 has been described. However, the present invention is not limited to this, and the same effect can be obtained even when unevenness is provided on the surface of the flat fin. Further, by applying the sixth embodiment to each of the first to fifth embodiments, a practical refrigerant-less in-vehicle cooling device in which those operational effects are added can be obtained.

Embodiment 7 FIG. FIG. 13 is a cross-sectional view showing a part of a main part heat sink according to a seventh embodiment of the present invention, schematically illustrating a heat flow. In the drawing, the thickness of the flat fin 10 is configured to be thicker as approaching the base 11 of the fin. An IPM 21 is attached to the base 11 of the flat fin 10.

Next, the operation will be described. The heat generated from the IPM 21 is transmitted from the base portion 11 to the flat fin 10 as shown by an arrow in FIG. At this time, since the amount of heat that moves from the base 11 of the plate-shaped fin 10 toward the tip of the plate-shaped fin 10 decreases, when the wall thickness is constant, the temperature decreases at the tip. In the seventh embodiment, the thickness is reduced toward the tip, so that a decrease in temperature is suppressed, and heat transfer is improved under the condition that the flat fins 10 have the same mass.

As described above, the thickness of the flat fin becomes thinner from the base to the tip, so that the temperature at the tip can be prevented from lowering, and the heat transfer efficiency from the flat fin to the air can be reduced. Is improved. That is, the performance of the cooling device can be improved with the same mass. Further, under the condition of the same cooling capacity, the weight can be further reduced, so that the load on the environment due to maintenance load and effective use of materials can be further reduced. Further, by applying the seventh embodiment to the first to sixth embodiments, it is possible to obtain a practical refrigerant-less on-vehicle cooling device in which those operational effects are added.

Embodiment 8 FIG. FIG. 14A is a perspective view showing a main part heat sink according to an eighth embodiment of the present invention. FIG. 14B is a perspective view showing one flat fin of the heat sink. Reference numeral 24 denotes a place where the traveling wind 9 first collides with the flat fin 10 and is called a leading edge. Compared with the flat fin shown in FIG. 4, the front edge and the rear edge are cut off diagonally. FIG. 15 shows the flow of the traveling wind 9 when the front edge of the flat fin is not cut diagonally. (A) is a schematic side view thereof, and (b) is a schematic cross-sectional view thereof. FIG. 16 shows the traveling wind 9 when the front edge of the flat fin is cut obliquely.
(A) is a schematic side view thereof,
(B) is a schematic sectional view thereof.

Next, the operation will be described. As shown in FIG. 15, when the front edge of the flat fin 10 is not cut diagonally, the flow largely separates from the front edge, and a separation region indicated by 25 occurs. Since the separation area 25 is generated only at the place where the flat fins 10 are present, the separation area 25 flows into the open space while being three-dimensionally mixed with the traveling wind 9 flowing through the gap between the flat fins 10. In FIG. 16, since the front edge of the flat fin 10 is cut obliquely, it is difficult for the flat fin 10 to be peeled off from the front edge, so that the peeled area 26 becomes small. In addition, the flat fin 1
Since 0 is obliquely formed, a swirling flow is generated from the leading edge, and as shown by arrows in FIG. 16B, a swirling flow having an alternating arrangement is generated. An alternating arrangement is a vortex that has an axis parallel to the direction of flow and the rotation direction of adjacent vortices is opposite. FIG. 16B schematically shows only the rotation component by dividing the movement of the vortex in the alternating arrangement into a component parallel to the flow and a rotation component. The swirling flow is maintained downstream while entraining the hot fluid that is performing heat exchange on the surface of the flat fin 10 toward the center. That is, by cutting the leading edge obliquely, the traveling wind 9 passing between the flat fins 10 is
Heat transfer is further promoted because of the longer stays between them.

As described above, since the leading edge of the flat fin is cut obliquely, the separation area at the leading edge of the fin can be reduced, and the traveling wind escaping to the open space can be reduced.
Further, in the traveling wind passing between the flat fins, a swirling flow is generated, so that a ratio of escaping to the open space can be reduced,
In addition, since the flow near the wall surface of the fin is caught by the rotating action of the swirling flow, heat transfer is improved. In other words, the heat transfer is promoted with only a slight processing of the front edge of the plate-shaped fin, with little increase in cost. Therefore, the mass of the flat fins having the same cooling capacity can be reduced, and the load on the environment can be reduced by effectively using the material. Further, by applying the eighth embodiment to each of the first to seventh embodiments, a practical refrigerant-less in-vehicle cooling device in which these effects are added can be obtained.

Embodiment 9 FIG. FIG. 17 is a perspective view showing a heat sink of a main part according to Embodiment 9 of the present invention. A notch 27 is formed at the front edge of the flat fin 10. The cutouts 27 are also arranged at regular intervals with each of the flat fins 10. In this case, the notches 28 are provided at regular intervals also at the rear edge of each flat fin 10.

Next, the operation will be described. The traveling wind 9 that has entered between the flat fins 10 causes the notch 27 to be a trigger for generating a swirling flow, thereby generating a swirling flow more surely and promoting heat transfer while involving the fluid near the wall surface. . The operation after the generation of the swirling flow is the same as that described with reference to FIG. As mentioned above,
Since the swirling flow can be generated reliably and firmly, heat transfer on the fin surface is more reliably promoted,
The cooling capacity is more reliably improved. That is, it is possible to achieve both reduction in weight and reduction in load on the environment.

In the ninth embodiment, the case where the notches 27 are arranged at equal intervals in the respective flat fins 10 has been described. However, the present invention is not limited to this, and the same applies if the intervals are not equal. It goes without saying that it is effective. Also,
Although the notch 27 is described as a triangle, the present invention is not limited to this, and a similar effect can be obtained even if the notch 27 has an arbitrary shape such as a square or a circle. Further, by applying the ninth embodiment to the first to eighth embodiments, it is possible to obtain a practical refrigerant-less in-vehicle cooling device in which those operational effects are added.

Embodiment 10 FIG. FIG. 18 is a perspective view showing a heat sink of a main part according to Embodiment 10 of the present invention. In the figure, the flat fins 10 are shifted and started every other row at the front edge portion where the traveling wind is applied. FIG.
9 is a schematic cross-sectional view of a plurality of flat fin portions when the front edge of the flat fin 10 is not shifted.
FIG. 20 is a schematic cross-sectional view of a plurality of flat fin portions when the leading edge of flat fin 10 is shifted in the tenth embodiment.

Next, the operation will be described. At the leading edge of the flat fin 10, the flow separates, so in FIG. 19, a separation region 29 occurs at the same position in the flow direction. FIG.
In the tenth embodiment, since the leading edge portion is shifted in the flow direction, the separation region 30 is also shifted in the flow direction. The separation regions 29 and 30 block the gap between the plate-like fins 10 against the flow from the upstream, and have a flow resistance of the flow.
This is apparent from a comparison of the widths 31 and 32 (= width between the flat fins and the width of the separation area) through which the flow passes in the gap between the flat fins 10. In other words, if the flat fins 10 are displaced in the direction of flow, the rate of blocking between the flat fins 10 is reduced, the ventilation resistance is reduced, and the decrease in traveling wind speed is suppressed.

As described above, since the leading edges of the plate-shaped fins are displaced from each other, a decrease in the flow velocity between the plate-shaped fins due to the occurrence of the separation region can be suppressed, and more traveling wind can be generated. Since the heat passes between the flat fins, heat transfer is further promoted. That is, with the same cooling capacity, both weight reduction and reduction of environmental load can be achieved. In addition, by applying the tenth embodiment to the first to ninth embodiments, it is possible to obtain a practical refrigerant-less in-vehicle cooling device in which these effects are added.

Embodiment 11 FIG. FIG. 21 is a schematic sectional view of a plurality of flat fin portions of a main part according to Embodiment 11 of the present invention. In FIG. 21, the front edge of the flat fin is sharpened. Next, the operation will be described. FIG.
As shown in FIG. 9, when the front edge of the flat fin is not sharpened, a peeling region 29 occurs. On the other hand, in the case of the eleventh embodiment shown in FIG. 21, the front edge is sharply machined, so that no peeling occurs at the front edge. In other words, the width of the traveling wind passing between the flat fins 10 is clearly larger in the case of the eleventh embodiment, so that the speed of the traveling wind is less likely to decrease and heat transfer is promoted.

As described above, since heat transfer is promoted,
The performance of the cooling device is improved. That is, with the same cooling capacity, both weight reduction and reduction of environmental load can be achieved. Further, by applying the eleventh embodiment to the first to ninth embodiments, it is possible to obtain a practical refrigerant-less in-vehicle cooling device in which the operational effects are added.

[0058]

As described above, according to the refrigerant-less vehicle-mounted cooling device according to the present invention, the heat sink in which a plurality of flat fins are fixed to the base in parallel with each other at substantially equal intervals is provided. A plurality of parallel plate-shaped fins were arranged in parallel with the running direction of the train, and the plate-shaped fins at the base of the heat sink were fixed so that the running air flowed through the gap between the fins and the plate-shaped fins to cool the fins. Since the heating element is fixed to the surface opposite to the surface, a refrigerant-less vehicle-mounted cooling device can be realized, and the maintenance performance is excellent, the maintenance cost is low, and the burden on the environment can be reduced.

When the thickness of the flat fin is T and the pitch of the flat fin is P, 1.5T + 3 ≦ P ≦ 1.
Since the heat sink is configured to satisfy 5T + 13 (where 0.5 ≦ T ≦ 7), a high cooling capacity can be obtained when cruising at the representative vehicle speed, and a cooling device suitable for actual transient operation can be obtained. .

Further, since the heat sink is configured so that 3 ≦ P / T ≦ 12, the weight of the heat sink can be reduced, the maintainability can be improved, and the amount of metal used can be reduced. It is possible to reduce the load.

Further, since the heat sink is divided in a direction parallel to the track, the heat sink and the heating element can be removed by hand while maintaining the same cooling capacity as in the case where the heat sink is not divided. Performance and maintenance costs can be greatly improved. Also, due to mass production effects, the unit price decreases as the number of divisions increases.

Further, since protrusions or irregularities which disturb the flow are provided on the surface of each flat fin of the heat sink, the surface area of the flat fin is increased, the heat transfer coefficient is increased, and local turbulence occurs. The transmission rate is improved, and the cooling capacity is further improved.

Further, since the thickness of each flat fin of the heat sink increases from the tip of the flat fin toward the base, a decrease in temperature at the tip can be suppressed, and the air from the flat fin can be reduced. The heat transfer efficiency to the heat is improved.

Further, since the leading edge of each flat fin of the heat sink is cut obliquely, the separation area at the leading edge of the fin can be reduced, and the traveling wind escaping to the open space can be reduced. In the traveling wind passing between the flat fins, a swirling flow is generated, so that the rate of escape to the open space can be reduced, and the flow near the wall of the fin is caught by the rotating action of the swirling flow, so that heat transfer is improved. . That is,
By simply processing the leading edge of the flat fin obliquely, heat transfer is promoted with little increase in cost.

Further, since the notch portion is provided at the front edge of each flat fin of the heat sink, a swirling flow can be generated reliably and firmly, so that heat transfer on the fin surface is more reliably promoted. The cooling capacity is more reliably improved.

Further, since the front edges of the plate-like fins of the heat sink are offset from each other in the flow direction,
It is possible to suppress a decrease in the flow velocity between the flat fins due to the occurrence of the separation region, and more traveling wind passes between the flat fins, thereby further promoting heat transfer.

Further, since the front edge of each flat fin of the heat sink is sharp, a large width for the traveling wind to pass between the flat fins can be secured, and the speed of the traveling wind decreases. And heat transfer is promoted. That is, with the same cooling capacity, both weight reduction and reduction of environmental load can be achieved.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing the appearance of a refrigerant-less vehicle-mounted cooling device according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram showing a traveling-air self-cooling type refrigerant-less vehicle-mounted cooling device according to a second embodiment of the present invention.

FIG. 3 is a diagram showing a boundary layer thickness and a heat transfer coefficient in a state of flow along a flat fin.

FIG. 4 is a schematic diagram illustrating a heat sink of a main part according to a third embodiment of the present invention.

FIG. 5 is a diagram showing a cooling capacity in a combination of a pitch P and a thickness T of a flat fin.

FIG. 6 is a schematic diagram showing a traveling-air self-cooling type refrigerant-less vehicle-mounted cooling device according to a fifth embodiment of the present invention.

FIGS. 7A and 7B show a case where a heat sink is divided in parallel with a track, wherein FIG. 7A is a perspective view and FIG. 7B is a reduced rear view.

8A and 8B show a case where the heat sink is not divided, in which FIG. 8A is a perspective view, and FIG. 8B is a reduced rear view.

FIGS. 9A and 9B show a case where the heat sink 1 is divided perpendicular to the track, FIG. 9A is a perspective view, and FIG. 9B is a reduced rear view.

10A is an explanatory diagram of a heat flow when the heat sink is divided in parallel with the track, and FIG. 10B is an explanatory diagram of a heat flow when the heat sink is divided perpendicular to the track.

11A is a schematic diagram illustrating a heat sink of a main part according to a sixth embodiment of the present invention, and FIG. 11B is a schematic diagram illustrating an enlarged protrusion.

FIG. 12 is a schematic diagram showing a flow between flat fins according to Embodiment 6 of the present invention.

FIG. 13 is a cross-sectional view showing a part of a heat sink of a main part according to a seventh embodiment of the present invention.

FIG. 14 (a) is a perspective view showing a main part heat sink according to an eighth embodiment of the present invention, and FIG. 14 (b) is a perspective view showing a flat fin.

FIGS. 15A and 15B are schematic views showing the flow of traveling wind when the front edge of the flat fin is not cut obliquely, wherein FIG. 15A is a schematic side view thereof, and FIG. FIG.

FIG. 16 is a schematic diagram showing a flow of a traveling wind when a front edge of a flat fin is cut diagonally;
Is a schematic side view thereof, and FIG. 2 (b) is a schematic sectional view thereof.

FIG. 17 is a perspective view showing a main part heat sink according to a ninth embodiment of the present invention.

FIG. 18 is a perspective view showing a main part heat sink according to a tenth embodiment of the present invention.

FIG. 19 is a schematic cross-sectional view of a plurality of flat fin portions when the leading edge of the flat fin does not start to shift.

FIG. 20 shows a flat fin 1 according to the tenth embodiment.
FIG. 9 is a schematic cross-sectional view of a plurality of flat fin portions when the leading edge of the zero is shifted.

FIG. 21 is a schematic sectional view of a plurality of flat fin portions of a main part according to an eleventh embodiment of the present invention.

FIG. 22 is a configuration diagram showing a state where the conventional cooling device for a vehicle is installed under the floor of a vehicle.

FIG. 23 is a transverse sectional view of a main part of FIG. 22.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Heat sink 2 Electric equipment box 3 Mounting bracket 4 Door 5 Window 6 Track 7 Other electric equipment boxes 8 Vehicle main body 9 Running wind 10 Flat fin 11 Base 21 Heating element 22 Projection 24 Front edge 27 Notch.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shingo Hamada 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Mitsubishi Electric Corporation (72) Inventor Joji Oshima 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Rishi Electric Co., Ltd. F-term (reference) 5E322 AA01 BB07 EA10

Claims (10)

[Claims] A heat sink in which a plurality of flat fins are fixed at substantially equal intervals in parallel with each other at a base portion, and cooling is performed by flowing running air through a gap between the flat fins. A refrigerant-less in-vehicle cooling device in which a plurality of parallel plate-like fins are arranged in parallel with the running direction of a train and a heating element is fixed to a surface of the base of the heat sink opposite to a surface to which the plate-like fins are fixed. 2. When the thickness of the flat fin is T and the pitch of the flat fin is P, 1.5T + 3 ≦ P ≦ 1.5T + 13 (where 0.
The refrigerant-less in-vehicle cooling device according to claim 1, wherein the heat sink is configured to satisfy 5 ≦ T ≦ 7). 3. The refrigerant-less on-vehicle cooling device according to claim 2, wherein the heat sink is configured to satisfy 3 ≦ P / T ≦ 12. 4. The cooling system for a vehicle without a refrigerant according to claim 1, wherein the heat sink is divided in a direction parallel to the track. 5. The cooling system for a vehicle without a refrigerant according to claim 1, wherein projections or irregularities are provided on the surface of each flat fin of the heat sink so as to disturb the flow. . 6. The heat sink according to claim 1, wherein the thickness of each flat fin of the heat sink increases from the tip of the flat fin toward the base. Refrigerant-less cooling system for vehicles. 7. The heat sink according to claim 1, wherein a front edge of each flat fin of the heat sink is cut obliquely.
The refrigerant-less in-vehicle cooling device according to claim 6. 8. The on-cooling cooling system for a vehicle without a refrigerant according to claim 1, wherein a notch portion is provided at a front edge of each flat fin of the heat sink. 9. The refrigerant-less vehicle-mounted vehicle according to claim 1, wherein the front edges of the flat fins of the heat sink are offset from each other in the flow direction. For cooling device. 10. The heat sink according to claim 1, wherein the front edge of each flat fin of the heat sink is sharp.
The refrigerant-less in-vehicle cooling device according to claim 8.