JP2009068809A - Hybrid heat exchanger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid heat exchanger capable of improving cooling performance without inviting a size increase or a great increase in the number of parts. <P>SOLUTION: An intercooler 6 has a pair of tanks (10a, 10b) disposed apart from each other by a predetermined interval and a plurality of tubes (11) with both ends connected with the tanks (10a, 10b), respectively. Intake air distributed through the tubes (11) is cooled by applying vehicle traveling air or forced air by a fan 3 on the tubes (11). A case (7) surrounds a portion of the tubes (11) and is provided with inlet and outlet ports (P3, P4) for distributing engine cooling water with a temperature lower than a temperature of a cooling medium of the tubes (11). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid heat exchanger.

Conventionally, a pair of tanks arranged at predetermined intervals and a plurality of tubes whose both ends are connected to the corresponding tanks are provided, and forced air from a vehicle running wind or a fan is applied to the tubes. The technology of a heat exchanger that cools a cooling medium is known, and an air-cooled intercooler is employed in an engine vehicle with a turbocharger as one of such heat exchangers (patent) References 1-3).
JP 11-280479 A JP 2006-336890 A JP 2006-189181 A

However, in order to satisfy the high cooling performance that accompanies the recent increase in engine output, the heat exchangers have become larger, while the engine room has become narrower as the cabin space has expanded, making it difficult to respond. It was.
In particular, in the cooling circuit of an engine vehicle equipped with a turbocharger, a high-performance and compact heat exchanger has been desired because the number of mounted parts increases.

  The present invention has been made in order to solve the above-mentioned problems, and an object of the present invention is to provide a hybrid heat exchanger that can improve cooling performance without causing an increase in size or a significant increase in the number of parts. It is to be.

  In the first aspect of the present invention, a pair of tanks arranged at a predetermined interval and a plurality of tubes having both end portions connected to the corresponding tanks are provided, and the tubes are provided with vehicle running wind or In the heat exchanger in which forced air from a fan is applied to cool the cooling medium of the tube, a part of the tube is surrounded by a casing, and the cooling medium has a lower temperature than the cooling medium of the tube. It is characterized by the provision of an entrance / exit for distributing the product.

  According to the first aspect of the present invention, the vehicle includes a pair of tanks arranged at a predetermined interval, and a plurality of tubes whose both ends are connected to the corresponding tanks. In the heat exchanger in which the cooling medium of the tube is cooled by applying a driving wind or a forced air from a fan, a part of the tube is surrounded by a casing, and the temperature of the casing is higher than that of the cooling medium of the tube. Since the entrance / exit for circulating a low cooling medium is provided, the cooling performance can be improved without increasing the size and the number of parts.

  Embodiments of the present invention will be described below with reference to the drawings.

Example 1 will be described below.
In the first embodiment, an example in which a hybrid heat exchanger is applied to an intercooler will be described.

FIG. 1 is an overall view showing a cooling circuit for a vehicle in which the hybrid heat exchanger of the first embodiment is adopted, FIG. 2 is a rear view of the hybrid heat exchanger of the first embodiment, and FIG. 3 is a top view thereof. It is a figure explaining arrangement | positioning with a radiator.
4 is an enlarged cross-sectional view of a main part of the first embodiment, FIG. 5 is a cross-sectional view taken along line S5-S5 of FIG. 4, and FIGS. 6 to 9 are diagrams for explaining the manufacture of the hybrid heat exchanger of the first embodiment (Omitted).

First, the overall configuration will be described.
As shown in FIG. 1, the engine vehicle with what is called a turbocharger is employ | adopted in Example 1, and is comprised from the engine cooling circuit R1 and the turbocharger gas circuit R2.

In the engine cooling circuit R1, the engine cooling water around 80 ° C. discharged from the water jacket (not shown) of the engine 1 is first introduced into the radiator 2 through the connecting pipes 9a and 9b, and is driven by the vehicle running wind or the fan 3. It is cooled to around 60 ° C. by exchanging heat with forced air.
Next, the engine coolant cooled by the radiator 2 is returned to the engine 1 through the connection pipes 9c to 9e via the thermostat 4 and the pump 5 and circulates again.

Further, part of the engine cooling water in the connection pipe 9b is introduced into the casing 7 of the intercooler 6 described later by the connection pipe 9f, and then merges with the connection pipe 9b again by the connection pipe 9g.
In addition, although illustration is abbreviate | omitted, the non-return valve which prevents that engine cooling water flows backward to the casing 7 side is interposed in the connection pipe 9g.

  Further, while the temperature of the engine cooling water is low, the thermostat 4 is closed so that the engine cooling water flows from the connecting pipe 9a to the connecting pipe 9h side and circulates while bypassing the radiator 2 and the casing 7.

In the turbocharger gas circuit R2, the intake air introduced from an air cleaner (not shown) is first introduced into the compressor 8a of the turbocharger 8 through the connection pipe 9i, and is pressurized and heated to about 180 ° C.
Next, the intake air pressurized and heated by the compressor 8a is cooled by exchanging heat with the engine cooling water in the engine cooling circuit R1 in the casing 7 of the intercooler 6 through the connecting pipe 9j, and then the vehicle. It is cooled to around 60 ° C. by exchanging heat with the traveling wind or the forced wind of the fan 3.

Next, the intake air cooled by the intercooler 6 is supplied to the intake port (not shown) of the engine 1 through the connection pipe 9k (intake manifold), thereby increasing the supercharging efficiency of the engine 1 and increasing the engine output. Can be improved.
Finally, the exhaust gas discharged from the exhaust port (not shown) of the engine 1 is introduced into the turbocharger 8 by the connecting pipe 9m (exhaust manifold) to drive the turbine 8b, and then the connecting pipe 9n is not shown in the figure. It is discharged out of the vehicle through a catalyst device, a main muffler, and the like.

  As described above, in the first embodiment, after the intercooler 6 cools the intake air with the engine cooling water in the casing 7, the air-cooled hybrid heat exchange further cools with the vehicle running wind or the forced wind of the fan 3. As a result, the cooling efficiency of the intercooler 6 can be greatly improved, and the engine output can be further improved.

  Moreover, since the engine cooling water of the engine cooling circuit R1 is circulated in the casing 7, it can be realized with a simple and inexpensive system and is easy to implement.

Next, the structure of the intercooler 6 will be described in detail.
As shown in FIGS. 2 to 5, the intercooler 6 includes a pair of tanks 10 a and 10 b arranged at a predetermined interval, and a plurality of tubes 11 having both ends connected to the corresponding tanks 10 a and 10 b. And a casing 7 provided in a state of surrounding the upstream side of the tube 11 (the right side in FIGS. 2 and 3).

Each of the tanks 10a and 10b is made of a resin and is formed in a container shape opened to the tube 11 side, and the opening peripheral edge portion is provided with a seal member S1 (see FIG. 4) on the corresponding container-shaped tube plates 12 and 13, respectively. The plurality of claw portions 14 are fixed by caulking.
An input port P1 for connecting to the connecting pipe 9j projects rearward on the rear surface of the tank 10a, while an output port P2 for connecting to the connecting pipe 9k is provided on the rear surface of the tank 10b. It protrudes toward the rear.

The casing 7 includes a casing body 15 formed in a cylindrical shape having a square cross section, the tube plate 12 that closes one end of the opening of the casing body 15, and the other end of the opening of the casing body 15. 11 is composed of a vessel-shaped closing plate 16 through which a sealed space is formed.
Accordingly, the casing 7 is formed integrally with the tank 10a by sharing a part of the side wall with the tube plate 12, and as a result, the casing 7 and the tank 10a are separated from each other. The number of points can be reduced and at the same time the peripheral rigidity can be improved.

As shown in FIG. 5, an input port P3 for connecting to the connecting pipe 9f is projected downward from the lower portion of the casing body 15, while the rearmost position close to the input port P3 is at the rearmost position. A plate-like partitioning portion 17 a that partitions the lower tube 11 a is erected in the casing 7.
On the other hand, an output port P4 for connecting to the connecting pipe 9g is provided on the upper portion of the casing 7 so as to project upward, and at a front position close to the input port P4, the output port P4 is connected to the uppermost tube 11b. A plate-like partitioning portion 17b that divides the casing 7 is erected toward the inside of the casing 7.

  The tube 11 is formed in a flat tubular shape, and a corrugated inner fin 11 c is accommodated in the inside of the tube 11 over the entire length of the tube 11. The shapes of the tube 11 and the inner fin 11c can be set as appropriate.

  Further, corrugated fins 18 are provided between adjacent tubes 11 excluding the inside of the casing 7.

  In addition, all the constituent members except the tank 10 and the seal member S1 are made of aluminum, and a clad material (brazing sheet) is provided on at least one of the joint portions of the constituent members.

Next, manufacture of the intercooler 6 of Example 1 is demonstrated.
When manufacturing the intercooler configured as described above, as shown in FIG. 6, the upstream end 19 of the tube 11 is connected to the blocking plate 16 with respect to the tube 11 and the fin 18 arranged in a predetermined position. It is in a state where it is inserted and fixed to.
At this time, an annular projecting burring portion 16a is projected in the insertion direction of the tube 11 at a portion of the closing plate 16 through which the tube 11 passes, so that the insertion property of the tube 11 is good ( (See FIG. 5).

Next, as shown in FIGS. 6 and 7, the other open end of the casing body 15 is fitted and fixed to the outer periphery of the closing plate 16.
In the first embodiment, the partition portions 17a and 17b and the input / output ports P3 and P4 are fixed in advance to the casing 7 in a separate process by welding or brazing. You may make it do.

Next, as shown in FIGS. 7 and 8, the upstream end 19 of each tube 11 is inserted into and fixed to the burring portion 12 a of the tube plate 12, and the opening end of the casing 7 is connected to the tube plate 12. It fits and arrange | positions to an outer peripheral part (refer FIG. 5).
Although not shown, the downstream end of the tube 11 and the tube plate 13 are similarly fixed on the downstream side of the tube 11.

  Next, the tube 11, the fin 18, the closing plate 16, the casing 7, and the tube plates 12 and 13 temporarily assembled as described above are transported to a heating furnace (not shown) and subjected to heat treatment, whereby each of these joint portions is formed. Brazing and forming integrally.

  Therefore, in the first embodiment, the assembly direction of the components of the tube 11, the fin 18, the closing plate 16, the casing 7, and the tube plates 12 and 13 is limited to the longitudinal direction of the tube 11. Each part can be easily assembled one after another from both sides in the longitudinal direction of the tube 11 while being continuously conveyed in the direction.

Finally, as shown in FIGS. 8 and 9, the tube plate 12 is opened as a state in which the seal member S <b> 1 (see FIG. 4) is interposed between the tube plate 12 and the tank 10 a in the middle. The plurality of claw portions 14 formed on the peripheral edge portion are fixed by crimping to the opening peripheral edge portion of the tank 10a.
Moreover, although illustration is abbreviate | omitted, the tube plate 13 and the tank 10b are similarly fixed also in the downstream of the tube 11, and manufacture of the intercooler 6 is complete | finished.
The tank plates 10 and 10b corresponding to the tube plates 12 and 13 may be fixed by brazing or welding.

Next, the operation of the intercooler 6 will be described.
As shown in FIG. 3, the intercooler 6 configured as described above is arranged in a state where the pair of tanks 10 a and 10 b are separated in the vehicle width direction.

  Further, behind the intercooler 6, a transverse flow type radiator 2 in which an upstream tank 2 b and a downstream tank 2 c are arranged on both sides in the vehicle width direction of the core portion 2 a is arranged side by side. The side tank 2b is provided in a stacked state.

Therefore, the casing 7 can be effectively used by placing it in a dead space in front of the upstream tank 2b that does not require the vehicle running wind or the forced wind of the fan 3.
Further, since the casing 7 and the upstream tank 10 of the radiator are close to each other, the connecting pipes 9f and 9g can be connected to the connecting pipe 9b with the shortest length, which is preferable.

Then, as shown in FIG. 4, the engine cooling water (shown by a two-dot chain line arrow in the figure) flowing into the casing 7 from the connection pipe 9 f through the input port P <b> 3 flows between the tubes 11, and is then output to the output port. It is discharged to the connecting pipe 9g through P4.
At this time, as shown in FIG. 5, the engine cooling water (shown by a two-dot chain arrow in the figure) that flows into the casing 7 from the input port P3 flows into the vehicle front side of the casing 7 by the partition portions 17a and 17b. Then, after passing between each tube 11, it becomes a flow path which goes to the output port P4.
Therefore, uneven flow of engine cooling water can be prevented and the tubes 11 can be reliably and uniformly distributed between the tubes 11.

  Further, the casing 7 is cooled from the outside by receiving the vehicle running wind or the forced wind of the fan 3, and the engine cooling water flowing into the casing 7 directly hits the vehicle running wind before passing between the tubes 11. It is cooled by the front side of the particularly cool casing 7.

  In addition, since the fins 18 are not provided in the casing 7, the flow resistance between the tubes 11 of the engine cooling water can be reduced and can be smoothly distributed, and at the same time, the fins 18 can be compared with the case where the fins 18 are provided. Can save material costs.

On the other hand, when the intake air flowing into the tank 10a from the connecting pipe 9j through the input port P1 (shown by broken line arrows in FIG. 4) passes through the casing 7 through the tubes 11, the engine cooling in the casing 7 is cooled. It is cooled by exchanging heat with water.
At this time, as described above, the engine cooling water reliably and uniformly circulates between the tubes 11, so that the intake air can be efficiently cooled.
Further, the casing 7 is cooled from the outside by receiving the vehicle running wind or the forced wind of the fan 3, and the engine cooling water flowing into the casing 7 directly hits the vehicle running wind before passing between the tubes 11. In particular, since it is cooled by the front side of the cooled casing 7, heat exchange with the intake air can be improved.

Next, the intake air of the tube 11 that has passed through the casing 7 is cooled by exchanging heat with the vehicle running wind or the forced wind of the fan 3. At this time, the heat exchange efficiency with the wind can be promoted by the fins 18.
Finally, the intake air flowing into the tank 10b is discharged from the output port P2 to the connection pipe 9k.

Here, each tube 11 is thermally expanded and contracted mainly in the longitudinal direction by the flow of the intake air, and the thermal stress is concentrated at the root of the tube 11 with the tube plates 12 and 13.
In the first embodiment, the thermal stress described above is particularly concentrated at the root of each tube 11 with the tube plate 12 having a high intake air temperature.

  On the other hand, in Example 1, since the casing 7 is provided on the upstream side of the tube 11, the entire upstream side of the tube 11 can be cooled by the engine coolant of the casing 7, and thereby the thermal expansion / contraction of the tube 11 is achieved. The tube 11 can be protected by reducing the thermal stress caused by the above.

In addition, although it is supplementary, as demonstrated in FIG. 1, the exit required temperature (temperature of the intake air of the connection pipe 9k) of the intercooler 6 of Example 1 is 60 degreeC, and the water cooling which diverted engine cooling circuit R1 In addition, it is not possible to meet this requirement by using only a cooling system. In addition, if water cooling is performed using an independent cooling circuit, the sub-radiator, pump, and water-cooled intercooler must be configured, greatly increasing the number of parts and manufacturing costs. In addition to the increase, it is difficult to secure these mounting spaces.
On the other hand, the intercooler 6 according to the first embodiment can exhibit desired cooling performance without causing an increase in size or a significant increase in the number of parts.

Next, the effect will be described.
As described above, in the hybrid heat exchanger according to the first embodiment, the pair of tanks 10a and 10b arranged at a predetermined interval and the tanks 10a and 10b corresponding to both ends communicate with each other. In an intercooler 6 that includes a plurality of connected tubes 11 and that cools intake air that flows through the tubes 11 by applying vehicle traveling wind or forced air from the fan 3 to the tubes 11, a part of the tubes 11 is In addition to being surrounded by the casing 7, input / output ports P3 and P4 for circulating engine cooling water having a temperature lower than that of the cooling medium of the tube 11 are provided in the casing 7, thereby increasing the size and the number of parts. The cooling performance can be improved without incurring.

  Further, since the casing 7 is provided on the upstream side of the tube 11, the thermal stress applied when the tube 11 is thermally expanded / contracted can be reduced, and the tube 11 can be protected.

  Further, since the casing 7 and the tank 10 are integrally formed, the number of parts can be reduced and the overall rigidity can be improved.

  Further, since the fins 18 are provided between the tubes 11 excluding the inside of the casing 7, the flow resistance between the tubes 11 in the engine coolant in the casing 7 can be reduced and smoothly distributed, and at the same time other than the casing 7. Between the tubes 11, heat exchange with the vehicle running wind or the forced wind of the fan 3 can be improved via the fins 18.

  Further, since the partition portions 17a and 17b for preventing the drift of the engine cooling water are provided in the casing 7, the engine cooling water in the casing 7 is reliably and evenly distributed between the tubes 11 and is connected to the intake air of the tubes 11. Heat exchange can be improved.

In addition, since the pair of tanks 10 are arranged apart from each other in the vehicle width direction, the transverse flow radiator 2 is arranged behind the tank 10, and the tank 2 a of the radiator 2 is arranged behind the casing 7. It is possible to effectively use the dead space in front of the tank 2b that does not require the traveling wind or the forced wind of the fan.
Further, since the casing 7 and the upstream tank 10 of the radiator are close to each other, the connecting pipes 9f and 9g can be connected to the connecting pipe 9b with the shortest length, which is preferable.

In addition, since the hybrid heat exchanger is the intercooler 6 and the cooling medium circulating in the casing 7 is the engine cooling water of the engine cooling circuit R1, it is particularly applicable to intercoolers where both high performance and compactness are desired. Therefore, it becomes suitable.
Further, by diverting the engine cooling water from the engine cooling circuit R1, the cost can be reduced compared to the case where a new cooling circuit is provided.

Example 2 will be described below.
In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, the description thereof will be omitted, and only differences will be described in detail.

  FIG. 10 is a diagram illustrating the casing body of the second embodiment.

  As shown in FIG. 10, the second embodiment is different from the first embodiment in that a box-shaped casing body 20 in which the closing plate 15 and the casing body 15 of the first embodiment are integrally formed is employed.

  Therefore, in addition to obtaining the same operations and effects as in the first embodiment, the number of parts and the number of assembly steps can be reduced.

Although the embodiments have been described above, the present invention is not limited to the above-described embodiments, and design changes and the like within the scope not departing from the gist of the present invention are included in the present invention.
For example, in the first embodiment, a part of the engine cooling water of the engine cooling circuit R1 is caused to flow into the casing 7. However, the entire amount may be allowed to flow, or the valve of the radiator 3 may be provided via a connection pipe 9f. The flow rate to the casing 7 may be adjusted accordingly.
Further, the branching position and the joining position of the connecting pipes 9f and 9g can be set as appropriate.

  Further, in the embodiment, the hybrid heat exchanger is applied to the intercooler, but it can also be applied to other heat exchangers such as a radiator, a condenser, an oil cooler, an evaporator, and the cooling medium supplied to the casing 7 at that time. These types can also be appropriately set in consideration of temperature conditions.

  Similarly, it is naturally conceivable that the present invention is applied to a general engine vehicle having no turbocharger, a hybrid vehicle, a fuel cell vehicle or the like.

1 is an overall view showing a cooling circuit for a vehicle in which a hybrid heat exchanger according to a first embodiment is employed. FIG. 3 is a rear view of the hybrid heat exchanger according to the first embodiment. It is a top view of the hybrid type heat exchanger of Example 1, and is a figure explaining arrangement | positioning with a radiator. 3 is an enlarged cross-sectional view of a main part of Example 1. FIG. It is sectional drawing in the S5-S5 line | wire of FIG. It is a figure (partially abbreviate | omitted) explaining manufacture of the hybrid type heat exchanger of Example 1. FIG. It is a figure (partially abbreviate | omitted) explaining manufacture of the hybrid type heat exchanger of Example 1. FIG. It is a figure (partially abbreviate | omitted) explaining manufacture of the hybrid type heat exchanger of Example 1. FIG. It is a figure (partially abbreviate | omitted) explaining manufacture of the hybrid type heat exchanger of Example 1. FIG. It is a figure explaining the casing main body of Example 2. FIG.

Explanation of symbols

P1, P3 Input port P2, P4 Output port R1 Engine cooling circuit R2 Turbocharger gas circuit S1 Seal member 1 Engine 2 Radiator 2a Core portion 2b Upstream tank 2c Downstream tank 3 Fan 4 Thermostat 5 Pump 6 Intercooler 7 Casing 8 Turbo Charger 8a Compressor 8b Turbine 9a, 9b, 9c, 9d, 9e, 9f, 9g, 9h, 9i, 9j, 9k, 9m, 9n Connection pipe 10a, 10b Tank 11, 11a, 11b Tube 11c Inner fin 12, 13 Tube plate 12a Burring part 14 Claw part 16 Closure plate 16a Burring part 17a, 17b Partition part 18 Fin 19 Upstream end part 20 (of the tube) Casing

Claims (7)

A pair of tanks arranged at predetermined intervals;
A plurality of tubes having both ends connected to the corresponding tanks,
In the heat exchanger that cools the cooling medium of the tube by applying a vehicle running wind or a forced wind by a fan to the tube,
A hybrid heat exchanger characterized in that a part of the tube is surrounded by a casing, and an inlet / outlet for circulating a cooling medium having a temperature lower than that of the cooling medium of the tube is provided in the casing. The hybrid heat exchanger according to claim 1, wherein
A hybrid heat exchanger, wherein the casing is provided on the upstream side of the tube. The hybrid heat exchanger according to claim 1 or 2,
A hybrid heat exchanger, wherein the casing and the tank are integrally formed. In the hybrid type heat exchanger in any one of Claims 1-3,
A hybrid heat exchanger, wherein fins are provided between tubes excluding the inside of the casing. In the hybrid type heat exchanger in any one of Claims 1-4,
A hybrid heat exchanger comprising a partition for preventing a drift of the cooling medium in the casing. In the hybrid type heat exchanger in any one of Claims 1-5,
The pair of tanks are arranged apart from each other in the vehicle width direction, and a transverse flow heat exchanger is arranged in parallel behind the tanks.
A hybrid heat exchanger, characterized in that a tank of the cross-flow type heat exchanger is disposed behind the casing. In the hybrid type heat exchanger in any one of Claims 1-6,
The heat exchanger is an intercooler,
A hybrid heat exchanger characterized in that the cooling medium flowing in the casing is engine cooling water of an engine cooling circuit.

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