JP2009243702A - Heat exchanger for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a heat exchanger for a vehicle, reducing significant reduction of circulation resistance when heat exchange of a circulating medium is unnecessary. <P>SOLUTION: An inlet 19 and an outlet 20 for the circulating medium are formed on positions through a partitioning section of a tank 2, the partitioning section is provided with a valve 10 changing adjacent rooms in a communicated state, and the almost total amount of the circulating medium is allowed to circulate toward the outlet 20 while bypassing all of pathways P1-P3 from the inlet 19, when the valve 10 is opened. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle heat exchanger.

Conventionally, a pair of tanks arranged at a predetermined interval, a core part having a plurality of tubes connected to both ends of the pair of tanks, and a plurality of chambers in at least one of the pair of tanks The core section is divided into a plurality of paths with tubes corresponding to a plurality of chambers as one path, and the distribution medium is configured to circulate in each tank and circulate each path in turn. The technique of the heat exchanger for vehicles used is well-known (refer patent document 1).
In addition, for the purpose of reducing the flow resistance of the flow medium in such a vehicle heat exchanger, a vehicle heat exchanger is proposed in which a part of the flow medium flowing from the inlet is bypassed to the bypass passage and guided to the outlet. (See Patent Document 2).
JP 2007-71480 A JP 2005-325699 A JP 07-98390 A

  However, in the conventional invention, when the valve mechanism of the bypass passage is opened, a part of the distribution medium is guided from the inlet to bypass the core portion toward the outlet. It was not possible to achieve a significant reduction in the flow resistance when no cooling was required.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle heat exchanger that can reduce a significant reduction in flow resistance when cooling of the flow medium is not required. It is to be.

  In the first aspect of the present invention, a pair of tanks arranged at predetermined intervals, a plurality of tubes having both ends connected to the pair of tanks, and fins arranged between adjacent tubes And a partition portion that divides at least one of the pair of tanks into a plurality of chambers, and the core portion has a plurality of passes with a tube corresponding to the plurality of chambers as one pass. In the vehicle heat exchanger that is divided and configured so that the distribution medium is folded in each tank and flows in each path in order, the inlet and the outlet of the distribution medium are located at positions separating the partition portion of the one tank. The partition portion is provided with a valve capable of changing adjacent chambers into a communication state, and when the valve is opened, substantially all of the distribution medium is bypassed from the inlet to the outlet to the outlet. Wherein the circulating as buy.

According to the first aspect of the present invention, an inlet and an outlet for the flow medium are provided at a position separating the partition portion of one tank, a valve that can change the adjacent chambers into a communication state is provided at the partition portion, and the valve is opened. When the valve is turned on, almost all of the distribution medium is circulated from the inlet to the outlet by bypassing all paths.
As a result, it is possible to reduce a significant reduction in distribution resistance when cooling of the distribution medium is not required.

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

Example 1 will be described below.
FIG. 1 is a front view showing a vehicular heat exchanger according to a first embodiment, FIG. 2 is a diagram illustrating the inside of a tank according to the first embodiment, and FIGS. 3 to 6 illustrate the operation of the vehicular heat exchanger according to the first embodiment. It is a figure to do.

First, the overall configuration will be described.
As shown in FIG. 1, in the vehicle heat exchanger 1 according to the first embodiment, a pair of tanks 2 and 3 disposed at a predetermined interval on the left and right sides, and a core portion 4 disposed between the tanks 2 and 3. A so-called parallel flow type heat exchanger having the above is employed.

  The core portion 4 is composed of a plurality of tubular tubes 5 whose both ends in the longitudinal direction are connected in communication with the tanks 2 and 3.

The tank 2 is composed of a tank body 2a and a plate-like tube plate 2b that is joined to the core portion 4 side of the tank body 2a and a corresponding end portion of the tube 5 is inserted and fixed.
The tank 3 is composed of a tank body 3a and a plate-like tube plate 3b that is joined to the core portion 4 side of the tank body 3a and a corresponding end portion of the tube 5 is inserted and fixed.

One chamber is formed inside the tank 3 in communication with each tube 5, while the inside of the tank 2 is partitioned by a first partition 6 and a second partition 7 as shown in FIG. The first chamber R1 to the third chamber R3 are formed.
Further, as will be described later, the tubes 5 corresponding to the first chamber R1 to the third chamber R3 become paths P1 to P3, respectively.

A valve 10 is built in the second chamber R2.
The valve 10 includes a shaft 11, a first valve body 12, a second valve body 13, a first spring 14 (corresponding to a first urging means in claims), and a second spring 15 (first in the claims). Equivalent to the urging means).

  The shaft 11 is formed in a long cylindrical shape and extends in the longitudinal direction of the second chamber R2, and on the first chamber R1 side, an annular first shaft formed on the first partition portion 6 is provided. The first valve body 12 is connected in a state facing the one communication hole 16.

On the other hand, the second valve body 13 is connected to the second chamber R2 side of the shaft 11 so as to face an annular second communication hole 17 formed in the second partition portion 7.
Moreover, the 1st valve body 12 and the 2nd valve body 13 are the structures similar to a well-known thermoelement (refer patent document 3), and the fluid which is not illustrated in the inside has each corresponding end part of the shaft 11 A thermal expansion body 18 that is sealed in a desired state and that thermally expands and contracts due to a temperature change is accommodated at a position facing the opposite side of the shaft 11 of the fluid.
Further, the thermal expansion body 18 of the first valve body 12 is thermally expanded when the atmospheric temperature of the first valve body 12 reaches 100 ° C. or more, and gives a force for pushing the shaft 11 in the axial direction through a fluid (not shown). Is set to
On the other hand, the thermal expansion body 18 of the second valve body 13 is thermally expanded when the ambient temperature of the second valve body 13 reaches 80 ° C. or more, and gives a force for pushing the shaft 11 in the axial direction through the fluid. Is set.

The first valve body 12 is supported by a first spring 14 that is locked to the step portion 16 a of the first communication hole 16, while the second valve body 13 is locked to a lower portion of the second communication hole 17. It is supported by two springs 15.
The two springs 14 and 15 are provided in a natural length state, and the spring constant of the first spring 14 is set larger than that of the second spring 15, in other words, the urging force of the first spring 14 against the first valve body 12. Is set to be larger than the urging force of the second spring 15 against the second valve body 13.

The first chamber R1 communicates with the first communication hole 16, and an annular inlet 19 is formed through the side wall.
Further, the third chamber R3 is communicated with the second communication hole 17, and a substantially annular outlet 20 is formed through the part of a side wall described later and the side wall of the second communication hole 17.
A part of the outlet 20 is formed by a groove 20a cut out in a part of the side wall of the third chamber R3.
In addition, in the vehicle heat exchanger 1 of the first embodiment, all the structural materials except for a part of the first valve body 12 and the second valve body 13 (thermal expansion body 18 and fluid) are made of aluminum, Although the joint part of each part is being fixed by brazing or welding, these materials and fixing methods can be set suitably.
Further, corrugated fins may be provided between adjacent tubes 5, or inner fins may be provided inside each tube 5.

Next, the operation will be described.
In the vehicle heat exchanger 1 configured as described above, the inlet 19 and the outlet 20 of the tank 2 are connected in an annular communication with an automobile transmission device (or a power steering device or the like) (not shown), and are distributed from the inlet 19 of the tank 2. Oil as a medium flows in.

<Low temperature range of oil>
At this time, in a low temperature range where the oil is less than 80 ° C., as shown in FIG. 2, by forming gaps between the valve bodies 12, 13 and the corresponding communicating holes 16, 17, respectively, A substantially entire amount (shown by a broken line arrow) can be circulated from the inlet 19 to the outlet 20 by bypassing all the paths P1 to P3 and discharged.
Since the flow resistance to each path P1 to P3 is significantly larger than the flow resistance on the bypass side, almost no oil flows into the corresponding tube 5 from each chamber R1 to R3.

  Therefore, the inside of the tank 2 serves as an oil bypass passage, so that the flow resistance can be greatly reduced, and the flow resistance required in the low temperature range of the oil can be reduced.

<Medium temperature range>
Next, in the middle temperature range where the oil is 80 ° C. to less than 100 ° C., as shown in FIG. 3, the thermal expansion body 18 of the second valve body 13 starts to thermally expand and pushes out the shaft 11. 13 moves against the urging force of the second spring 15 to close the gap with the second communication hole 17, while the first valve body 12 forms a gap with the first communication hole 16.

  Thus, as shown in FIGS. 3 and 4, after the oil (shown by broken line arrows) is folded in the tank 3 from the inlet 19 through the paths P1 and P2 corresponding to the first chamber R1 and the second chamber R2, respectively. It can be circulated and discharged from the path P3 corresponding to the third chamber R3 toward the outlet 20.

Therefore, the oil can be cooled by exchanging heat with the vehicle running wind passing through the core portion 4 or the forced wind of a fan (not shown) while the oil flows through the tubes 5 of the paths P1 to P3, and can function as an oil cooler.
Further, since the paths P1 and P2 corresponding to the first chamber R1 and the second chamber R2 fold back the tank 3, it is possible to realize both the cooling performance required for the middle temperature range of the oil and the reduction of the flow resistance.
Further, since the first valve body 12 and the second valve body 13 are connected by the shaft 11 and are urged by the first spring 14 and the second spring 15 having the urging force described above, respectively, they are allowed to cooperate with each other. The communication holes 16 and 17 can be opened and closed.

<High temperature range of oil>
Next, in the high temperature range where the temperature of the oil further rises to 100 ° C. or more, as shown in FIG. 5, the thermal expansion body 18 of the first valve body 12 is thermally expanded to push out the shaft 11, The first valve body 12 moves against the urging force of the first spring 14 and closes the gap with the first communication hole 16.
Further, when the thermal expansion body 18 of the second valve body 13 is thermally expanded to the maximum and pushes the shaft 11, the second valve body 13 moves against the urging force of the second spring 15, so that the second The outlet 20 of the communication hole 17 is moved to a position where it communicates with the second chamber R2 and the third chamber R3.

As a result, as shown in FIGS. 5 and 6, oil (shown by broken line arrows) is returned from the inlet 19 through the tank 3 via the path P1 corresponding to the first chamber R1, and then the second chamber R2 and the third chamber. It can be circulated and discharged from the paths P2 and P3 respectively corresponding to R3 toward the outlet 20.
At this time, the oil in the third chamber R3 smoothly flows to the outlet 20 through the groove 20a.

Accordingly, the oil can be cooled by exchanging heat with the vehicle traveling wind passing through the core portion 4 or the forced wind of a fan (not shown) while the oil is circulated through the tubes 5 of the paths P1 to P3, and can function as an oil cooler.
In addition, since there are more paths P1 and P2 for turning back the tank 3 than the path P2 of the second chamber R2 compared to the middle temperature range of the oil, the oil flow path can be lengthened to further improve the cooling performance, The cooling performance required in the temperature range can be demonstrated.

  As described above, in the vehicle heat exchanger according to the second embodiment, the number of paths P1 to P3 where the flow medium turns back in the tank 3 can be changed in a multistage (three stages) according to the temperature of the oil. It is possible to realize both the reduction of the distribution resistance required in the low temperature range, the cooling performance in the middle temperature range of the oil and the reduction of the distribution resistance, and the cooling performance in the high temperature range of the oil.

Next, the effect will be described.
As described above, in the invention of the first embodiment, the oil inlet 19 and the outlet 20 are provided at a position separating the partition portion of the tank 2, and the adjacent chambers R1 to R3 are changed to a communication state in the partition portion. When a possible valve 10 is provided and when the valve 10 is opened, almost all of the oil is circulated from the inlet 19 to the outlet 20 by bypassing all the paths P1 to P3, so no oil heat exchange is required. In this case, a significant reduction in the flow resistance can be reduced.

When the temperature of the oil is low, gaps are formed between the valve bodies 12 and 13 and the corresponding communication holes 16 and 17, respectively, so that substantially the entire amount of oil is passed from the inlet 19 to all the paths P1. -P3 is bypassed to flow toward the outlet 20, and when the oil temperature is in the middle temperature range, the second valve body 13 moves against the urging force of the second spring 15, and the second communication hole 17 While the first valve body 12 forms a gap with the first communication hole 16, the oil passes from the inlet 19 to the first chamber R1 and the second chamber R2, respectively. From the path P3 corresponding to the third chamber R3 toward the outlet 20, and when the oil temperature is in a high temperature range, the first valve body 12 is urged by the biasing force of the first spring 14. The second valve while moving against and closing the gap with the first communication hole 16 The body 13 moves against the urging force of the second spring 15 and moves the outlet 20 of the second communication hole 17 to a position where it communicates with the second chamber R2 and the third chamber R3. Since the oil is circulated from the paths P2 and P3 corresponding to the second chamber R2 and the third chamber R3 to the outlet 20 after being turned back from the path P1 corresponding to the first chamber R1 to the tank 3, respectively. Accordingly, the number of passes P1 to P3 for turning back the tank 3 can be increased by changing it in three stages, whereby the required cooling performance and reduction of the flow resistance can be realized.
Further, the communication holes 16 and 17 can be opened and closed by cooperating the first valve body 12 and the second valve body 13.

  In addition, the flow resistance of an oil cooler that uses a flow medium having a higher viscosity than water or the like as oil can be greatly reduced, which is preferable.

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 the differences will be described in detail.

  FIG. 7 is a diagram illustrating a system of an engine cooling circuit according to the second embodiment.

The second embodiment is different from the first embodiment in that the distribution medium of the vehicle heat exchanger 1 described in the first embodiment is applied to the radiator 30 instead of the engine cooling water.
Specifically, as shown in FIG. 7, the radiator 30 is annularly connected to the engine 32 via a water pump 31.
The number and shape of the tubes 5 can be set as appropriate according to the specification requirements for the cooling performance of the radiator 30. Of course, corrugated fins may be provided between adjacent tubes 5.

  And when it is not necessary to heat-exchange a distribution medium like Example 1, ie, when it is not necessary to cool the engine 32, all the paths P1-P3 are bypassed from the inlet_port | entrance 19 about the whole quantity of distribution medium. By letting it flow toward the outlet 20, the inside of the tank 2 can be used as a bypass passage.

  Therefore, in the vehicle heat exchanger 1 of the second embodiment, in addition to the same operations and effects as the first embodiment, the bypass passage 33 (shown by a two-dot chain line) and the thermostat valve 34 (two-dot chain line) in the conventional engine cooling circuit. Can be omitted).

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, the type of the vehicle heat exchanger can be set as appropriate, and may be applied to, for example, a condenser for vehicle interior air conditioning.

  Further, in the first embodiment, a so-called parallel flow type vehicle heat exchanger in which a core portion is disposed between a pair of tanks spaced apart from each other has been described. The present invention can also be applied to a so-called downflow type vehicle heat exchanger in which a core portion is disposed between a pair of tanks.

It is a front view which shows the heat exchanger for vehicles of Example 1. FIG. It is a figure explaining the inside of the tank of Example 1. FIG. It is a figure explaining the effect | action of the heat exchanger for vehicles of Example 1. FIG. It is a figure explaining the effect | action of the heat exchanger for vehicles of Example 1. FIG. It is a figure explaining the effect | action of the heat exchanger for vehicles of Example 1. FIG. It is a figure explaining the effect | action of the heat exchanger for vehicles of Example 1. FIG. It is a figure explaining the engine cooling circuit of the heat exchanger for vehicles of Example 2. FIG.

Explanation of symbols

R1 1st chamber R2 2nd chamber R3 3rd chamber 1 Heat exchanger 2 for vehicles, 3 Tank 2a, 3a Tank main body 2a, 3a Tube plate 4 Core part 5 Tube 6 First partition part 7 Second partition part 10 Valve 11 Shaft 12 First valve body 13 Second valve body 14 First spring 15 Second spring 16 First communication hole 16a Step 17 Second communication hole 18 Thermal expansion body 19 Inlet 20 Outlet 20a Groove 30 Radiator 31 Water pump 32 Engine 33 Bypass passage 34 Thermostat valve

Claims (4)

A pair of tanks arranged at predetermined intervals;
A core having a plurality of tubes having both ends connected to the pair of tanks;
A partition portion that divides at least one of the pair of tanks into a plurality of chambers;
The core section is divided into a plurality of passes each having a tube corresponding to the plurality of chambers as one pass, and the heat exchange for the vehicle is configured such that the distribution medium folds in each tank and flows through each pass in turn. In the vessel
An inlet and an outlet for the flow medium are provided at positions separating the partition portion of the one tank,
In the partition part, a valve that can change adjacent chambers into a communicating state is provided,
A vehicular heat exchanger characterized in that when the valve is opened, substantially all of the flow medium is circulated from the inlet to the outlet by bypassing all paths. The vehicle heat exchanger according to claim 1, wherein
In the one tank, a first partition and a second partition are provided and divided into first to third chambers,
A shaft extending over the longitudinal direction of the second chamber;
The first partition which is connected to the first chamber side of the shaft in a state of facing the first communication hole of the first partition part, and is movable by transmitting the volume change of the thermal expansion body due to the temperature change to the shaft in the axial direction. The disc,
The second partition which is connected to the second chamber side of the shaft in a state of facing the second communication hole of the second partition portion, and is movable by transmitting the volume change of the thermal expansion body due to the temperature change to the shaft in the axial direction. The disc,
First biasing means for supporting the first valve body so as to be biased toward the second valve body;
The second valve body is constituted by second urging means for supporting the second valve body so as to be urged toward the first valve body with an urging force smaller than the urging force of the first urging means,
The inlet is provided in communication with the first chamber, and the outlet is provided in a state of passing through the side wall of the second communication hole and in communication with the third chamber.
When the temperature of the circulation medium is low, a gap is formed between each valve body and each corresponding communication hole, so that almost the entire amount of the circulation medium is directed from the inlet to the outlet by bypassing all paths. Distributed to
When the temperature of the flow medium is in the middle temperature range, the second valve body moves against the urging force of the second urging means to close the gap with the second communication hole, while the first valve body is the first communication hole. Is formed so that the distribution medium is turned from the path corresponding to the first chamber and the second chamber from the inlet to the other tank, and then directed from the path corresponding to the third chamber to the outlet. Circulate,
When the temperature of the circulation medium is high, the first valve body moves against the urging force of the first urging means and closes the gap with the first communication hole, while the second valve body has the second attachment. By moving against the biasing force of the biasing means and moving the outlet of the second communication hole to a position where the outlet of the second communication hole communicates with the second chamber and the third chamber, the flow medium is removed from the path corresponding to the first chamber from the inlet. A vehicle heat exchanger, wherein the vehicle heat exchanger is circulated from a path corresponding to each of the second chamber and the third chamber to the outlet after being folded back by the other tank. The vehicle heat exchanger according to claim 1 or 2,
A vehicle heat exchanger, wherein the vehicle heat exchanger is an oil cooler. The vehicle heat exchanger according to claim 1 or 2,
A vehicle heat exchanger, wherein the vehicle heat exchanger is a radiator.

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