JP2010249129A - Charge air cooler and cooling system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a charge air cooler, restraining a sub-radiator from getting larger and larger, and cooling an intake temperature to a desired temperature. <P>SOLUTION: This charge air cooler includes: a high temperature side heat exchanger 20a provided in a high temperature side cooling channel 1 through which a first refrigerant cooled by a first heat exchanger (a radiator) 130 flows and adapted to cool the supercharged intake air by the first refrigerant; and a low temperature side heat exchanger 20b provided in a low temperature side cooling channel 2 through which a second refrigerant cooled by a second heat exchanger (the sub-radiator) 110 to a temperature lower than the temperature of the first refrigerant flows and adapted to cool the intake air cooled by the high temperature side heat exchanger 20a by the second refrigerant. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a charge air cooler and a cooling system, and more particularly, to a dual-system water-cooled charge air cooler and a cooling system that are cooled by two systems of cooling water.

  Generally, a charge air cooler (intercooler) is used for an internal combustion engine (engine) provided with a supercharger (turbocharger). When the intake air (intake air) is compressed by the supercharger, the intake air temperature rises during this compression process. When the intake air temperature rises excessively, there is a problem that the combustion characteristic deteriorates. Therefore, in an internal combustion engine equipped with a supercharger, a charge air cooler that lowers the intake air temperature is generally used.

  There are charge air coolers of various cooling methods, but typical ones include an air-cooled charge air cooler that is cooled by the flow of external air generated during the traveling process, and a water-cooled charge air cooler that is cooled by cooling water. . In the water-cooled charge air cooler, for the purpose of simplifying the production and improving the yield, the heat exchange part that constitutes the cooling water flow path is individually manufactured and the heat exchange part is inserted into the case, and the intake air is sucked into the case. There is a type that exchanges heat between cooling water and intake air by flowing.

  The water-cooled charge air cooler is a separate system from the engine cooling channel (high temperature side cooling channel) using the engine cooling radiator, and the intake air temperature is lowered by the low temperature side cooling channel using the sub radiator. This is because the target temperature when the intake air is supplied to the engine is as low as about 45 ° C., so that the engine cooling flow path using the radiator cannot sufficiently cool.

  The cooling water flowing through the cooling flow path using the sub-radiator needs to be cooled by the sub-radiator to a low temperature of about 40 ° C. in order to cool the intake air to about 45 ° C. In order to cool to a low temperature of about 40 ° C. with the sub-radiator, the sub-radiator must be enlarged to improve the cooling capacity. When the sub-radiator is increased in size, the degree of freedom of installation location is lost, and the sub-radiator is generally arranged at the front portion of the radiator (see, for example, Patent Documents 1 and 2).

  When the sub radiator is increased in size and disposed at the front portion of the radiator, there is a problem in that the ventilation resistance of the front end increases. Although it is possible to use a motor fan to improve the ventilation resistance of the front end, increasing the energy to move the motor fan or increasing the size of the motor fan is preferable because it increases the burden on the in-vehicle battery. Absent.

JP-T-2006-522893 Special table 2007-514890

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a charge air cooler and a cooling system capable of suppressing the increase in size of the sub-radiator and cooling the intake air temperature to a desired temperature.

  According to one aspect of the present invention, the high temperature side heat exchange is provided in the high temperature side cooling flow path through which the first cooling water cooled by the first heat exchanger flows, and cools the intake air after supercharging with the first cooling water. And a low-temperature side cooling passage through which the second cooling water cooled by the second heat exchanger flows so that the temperature is lower than that of the first cooling water, and the intake air cooled by the high-temperature side heat exchanger is second The gist of the present invention is a charge air cooler including a low temperature side heat exchanger that is cooled by cooling water.

  According to another aspect of the present invention, there is provided a cooling system comprising the charge air cooler according to any one of claims 1 to 4, wherein the first EGR cooler is provided in the high temperature side cooling channel. The gist of the present invention is a cooling system in which the second EGR cooler is provided in the low temperature side cooling flow path.

  ADVANTAGE OF THE INVENTION According to this invention, the charge air cooler and cooling system which can suppress the enlargement of a sub radiator and can cool intake air temperature to desired temperature can be provided.

1 is a system schematic diagram of a cooling system using a charge air cooler according to a first embodiment of the present invention. 1 is a schematic plan view of a charge air cooler according to a first embodiment of the present invention. 1 is an overview of a charge air cooler according to a first embodiment of the present invention. It is a general-view figure of the heat exchange part of the charge air cooler which concerns on the 1st Embodiment of this invention. It is a typical top view which shows the assembly | attachment image of the charge air cooler which concerns on the 1st Embodiment of this invention. The numerical value of the calorie | heat amount and required performance in the Example of the intake air temperature cooling in a single-system cooling system is shown. The numerical value of the calorie | heat amount and required performance in the Example of the intake air temperature cooling in a two-system cooling system is shown. It is a system schematic diagram of a cooling system according to a second embodiment of the present invention. It is a typical sectional view of the 1st and 2nd EGR cooler of the cooling system concerning a 3rd embodiment of the present invention. It is a system schematic diagram of a cooling system using a charge air cooler according to another embodiment of the present invention. It is the schematic which shows a part of cooling system using the charge air cooler which concerns on other embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings. In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, the drawings are schematic, and the relationship between the thickness and the planar dimensions, the ratio of the thickness of each layer, and the like are different from the actual ones. Therefore, specific thicknesses and dimensions should be determined in light of the following description. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings.

(First embodiment)
As shown in FIG. 1, the charge air cooler according to the first embodiment of the present invention is provided in the high temperature side cooling flow path 1 through which the first cooling water cooled by the first heat exchanger (radiator) 130 flows. The high-temperature side heat exchanger 20a that cools the supercharged intake air with the first cooling water, and the second cooling that is cooled by the second heat exchanger (sub-radiator) 110 so as to be cooler than the first cooling water. A low temperature side heat exchanger 20b is provided in the low temperature side cooling flow path 2 through which water flows, and cools the intake air cooled by the high temperature side heat exchanger 20a with the second cooling water.

  As shown in FIGS. 2 and 3, the case 10 includes an introduction pipe 12 that introduces intake air that has been compressed air by a supercharger, and a discharge pipe 14 that cools and discharges the intake air. An intake passage is provided. The case 10 is formed of a heat resistant resin. In the case 10, as shown in FIG. 2, the high temperature side heat exchanger 20a is arranged on the upstream side of the intake air flow path, and the low temperature side heat exchanger 20b is arranged on the downstream side of the intake air flow path. .

  As shown in FIG. 4, the high temperature side heat exchanger 20a and the low temperature side heat exchanger 20b include a core 40 in which flat tubes through which the first cooling water or the second cooling water flows and heat radiation fins are alternately stacked, and the core 40 Reinforcing plates 26a and 26b as reinforcing members provided on the outside, inlet pipes 22a and 22b for allowing the first cooling water or the second cooling water to flow into the flat tubes connected to the inlet side tanks 28a and 28b, and the outlet Outlet pipes 24a and 24b for allowing the first cooling water or the second cooling water to flow out from the flat tubes connected to the side tanks 29a and 29b. The core 40 has a structure having a flow path in the direction of intake air flow.

  As a method of assembling the high temperature side heat exchanger 20a and the low temperature side heat exchanger 20b, the members constituting the high temperature side heat exchanger 20a and the low temperature side heat exchanger 20b such as the core 40 are assembled and restrained by a jig. Attach by brazing together. The assembled high temperature side heat exchanger 20a and low temperature side heat exchanger 20b are inserted into the case 10 and assembled to the case 10 by an assembly member 70 such as a screw as shown in FIG. Sealing performance can be enhanced by sandwiching the gasket 50 in the fitting portion between the case 10 and the high temperature side heat exchanger 20a and the low temperature side heat exchanger 20b.

  As shown in FIG. 1, a cooling system for a supercharged engine vehicle using a charge air cooler according to a first embodiment includes a high temperature side cooling flow path 1 provided with an engine 140 and a high temperature side heat exchanger 20a. The first heat exchanger 130 that cools the first cooling water circulating through the outside air and the second heat that cools the second cooling water circulating through the low temperature side cooling flow path 2 provided with the low temperature side heat exchanger 20b by the outside air An exchanger 110 and a third heat exchanger (condenser) 120 for air conditioning in the room are provided and installed in the front of the engine room.

  The high temperature side cooling water channel 1 includes a first heat exchanger 130 that cools the first cooling water, a first pump 131 that energizes the first cooling water to form a flow of the first cooling water, and heat of the first cooling water. The heater core 132 that radiates heat, the thermostat 133 that switches whether the first cooling water flows into the first heat exchanger 130 in order to maintain an appropriate temperature of the first cooling water, the heat of the first cooling water This is a cycle through the engine 140 that receives heat. The thermostat 133 is disposed near the outlet where the first cooling water flows out of the engine 140 and near the inlet where the first cooling water flows into the first heat exchanger 130.

  In the high temperature side cooling flow path 1, when the temperature of the first cooling water is determined to be equal to or lower than a predetermined temperature (for example, 80 ° C.) by the thermostat 133, the thermostat 133 causes the first cooling water to flow into the first heat exchanger 130. Instead, the temperature of the first cooling water is increased (that is, the temperature of the engine 140 is increased). On the other hand, in the high temperature side cooling flow path 1, when it is determined that the temperature of the first cooling water is equal to or higher than a predetermined temperature (for example, 80 ° C.) by the thermostat 133, the thermostat 133 sends the first cooling water to the first heat exchanger 130. The temperature of the first cooling water is decreased (that is, the temperature of the engine 140 is decreased). The thermostat 133 changes the amount of the first cooling water flowing into the first heat exchanger 130 according to the amount of the first cooling water to be lowered, and keeps the temperature of the first cooling water constant. Timely control can be performed. The high temperature side cooling flow path 1 can keep the temperature of the engine 140 constant by keeping the temperature of the first cooling water supplied to the engine 140 constant.

  In the high temperature side cooling flow path 1, the first cooling water maintained at a predetermined temperature passes through the first pump 131, receives heat by the engine 140, dissipates heat by the heater core 132, and then enters the inlet of the high temperature side heat exchanger 20a. It flows into the inlet side tank 28a from the pipe 22a, and flows into each flat tube in a dispersed manner (see FIGS. 2 to 4). After passing through the inside of the flat tube, it flows out of the outlet pipe 24a through the outlet side tank 29a and flows again to the engine 140. In this way, the first cooling water repeats the cycle in the high temperature side cooling flow path 1.

  In the low temperature side cooling flow path 2, the temperature (40 ° C.) at which the second cooling water supplied to the low temperature side heat exchanger 20b can be cooled to the target temperature (about 45 ° C.) when the intake air is supplied to the engine. It is cooled by the second heat exchanger 110 so that

  In the low temperature side cooling flow path 2, the second cooling water cooled by the second heat exchanger 110 flows into the inlet side tank 28 b from the inlet pipe 22 b of the low temperature side heat exchanger 20 b after passing through the second pump 112. Then, it is dispersed and flows into each flat tube (see FIGS. 2 to 4). After passing through the inside of the flat tube, it flows out of the outlet pipe 24b through the outlet side tank 29b and flows again to the second heat exchanger 110. Thus, the second cooling water repeats the cycle in the low temperature side cooling flow path 2.

  The charge air cooler 100 includes a high temperature side heat exchanger 20a and a low temperature side heat exchanger 20b, and is connected to a turbine (supercharger) 150 and an engine 140 that compress and supply intake air (intake air). The charge air cooler 100 cools the intake air compressed by the turbine 150 and supplies it to the engine 140.

  The intake air pressurized by the turbine 150 and heated to a high temperature is introduced into the case 10 of the charge air cooler 100 from the introduction pipe 12 and passes through the core 40 of the high temperature side heat exchanger 20a built in the case 10 (FIG. 2 to FIG. 4). At this time, the heat of the intake air is transmitted to the first cooling water via the heat radiation fins and the flat tube, and thus the temperature decreases. Specifically, the intake air at about 160 ° C. is cooled to about 105 ° C. by passing through the high temperature side heat exchanger 20a.

  Next, the intake air cooled through the high temperature side heat exchanger 20a passes through the core 40 of the low temperature side heat exchanger 20b provided adjacent to the high temperature side heat exchanger 20a (FIGS. 2 to 4). reference). At this time, the heat of the intake air is transmitted to the second cooling water through the heat radiation fins and the flat tube, and thus the temperature decreases. Specifically, the intake air at about 105 ° C. is cooled to about 45 ° C. by passing through the low temperature side heat exchanger 20b. The intake air cooled by the low temperature side heat exchanger 20 b is discharged from the discharge pipe 14 of the case 10 and flows into the engine 140.

  Hereinafter, a single-system cooling system that cools the charge air cooler 100 that is a conventional cooling system in a single system by a sub-radiator (sub-RAD) 110, and the charge air cooler 100 that is the cooling system according to the first embodiment will be described. An example of heat quantity comparison between the two-system cooling system that cools in two systems by the radiator (RAD) 130 and the sub RAD 110 will be described with reference to FIGS. 6 and 7. FIG. 6 shows the amount of heat necessary to cool the intake air at 150 ° C. supplied to the charge air cooler to 45 ° C. and the required performance of the sub RAD in the single-system cooling system. FIG. 7 shows the amount of heat necessary for cooling the intake air at 150 ° C. supplied to the charge air cooler to 45 ° C., the required performance of RAD, and the required performance of sub RAD in the dual cooling system.

  As shown in FIG. 6, the amount of heat required for cooling the intake air at 150 ° C. supplied to the charge air cooler at 308 g / h to 45 ° C. is 7858 kcal / h. And, when the calorific value is 7858 kcal / h, the required performance of the sub RAD to make the outlet water temperature of the sub RAD 110 cooling water 45 ° C. using the wind of the outside air of 25 ° C. is 393 kcal / h ° C. is there.

  As shown in the upper part of FIG. 7, first, the amount of heat necessary to cool the intake air at 150 ° C. supplied to the charge air cooler at 308 g / h to 80 ° C. by the system cooled by the RAD 130 is 5240 kcal / h. is there. And when the calorific value is 5240 kcal / h, the required performance of RAD required for setting the outlet water temperature of the cooling water of RAD 130 to 80 ° C. using the wind of the outside air of 35 ° C. is 116 kcal / h ° C.

  Next, as shown in the lower part of FIG. 7, first, to cool the intake air at 80 ° C. cooled by the RAD 130 supplied to the charge air cooler at 308 g / h to 45 ° C. by the system cooled by the sub RAD 110. The amount of heat required is 2620 kcal / h. And, when the calorific value is 2620 kcal / h, the necessary performance of the RAD required for setting the outlet water temperature of the cooling water of the sub RAD 110 to 45 ° C. using the wind of the outside air of 25 ° C. is 131 kcal / h ° C. .

  As shown in FIG. 7, in a two-system cooling system comprising a system cooled by the RAD 130 and a system cooled by the sub RAD 110, the 150 ° C. intake air supplied to the charge air cooler is cooled to 45 ° C. at 308 g / h. The total required performance of the RAD and the required performance of the sub RAD is 247 kcal / h ° C. When the same amount of intake air supplied to the charge air cooler is cooled to the same extent, the total required performance of the dual cooling system is approximately 40% of the required performance compared to the single cooling system. In other words, the total heat exchanger size of the sub RAD 110 and RAD 130 of the dual cooling system can be reduced by approximately 40%. Furthermore, when the first cooling water flowing through the RAD 130 is returned from the charge air cooler to the engine cooling flow path, the first cooling water flows in the RAD 130 at a large flow rate, and the area-to-performance is higher than that of the sub RAD 110. It is possible to reduce the size.

  According to the charge air cooler and the cooling system according to the first embodiment, after first cooling the intake air supplied to the charge air cooler by the first heat exchanger 130, the second heat exchanger 110 further cools the intake air. By using these two systems, it is possible to cool the intake air temperature to a desired temperature even if the heat sharing of the second heat exchanger 110 is small. Furthermore, the fact that the heat sharing of the second heat exchanger 110 is reduced means that the second heat exchanger 110 can be prevented from being enlarged and downsized.

  Moreover, according to the charge air cooler and cooling system which concern on 1st Embodiment, since the 2nd heat exchanger 110 can be reduced in size, the freedom degree of the installation place for mounting in-vehicle spreads. Therefore, the second heat exchanger 110 is not limited to the conventional installation location that has been disposed at the front portion of the first heat exchanger 130, and may be disposed at a location other than the front portion of the first heat exchanger 130. It becomes possible. By disposing the second heat exchanger 110 at a location other than the front portion of the first heat exchanger 130, it is possible to suppress an increase in the ventilation resistance of the front end.

  In addition, according to the charge air cooler and the cooling system according to the first embodiment, since it is possible to suppress an increase in the airflow resistance of the front end, a motor fan for improving the airflow resistance of the front end can be used. It is no longer essential. Therefore, when the motor fan is not used, the energy for moving the motor fan can be reduced, and the burden on the in-vehicle battery can be reduced.

(Second Embodiment)
As shown in FIG. 8, the cooling system according to the second embodiment of the present invention has a first EGR (Exhaust Gas Recirculation) in the high temperature side cooling flow path 1 as compared with the cooling system according to the first embodiment. ) A difference is that a cooler 80a is provided and a second EGR cooler 80b is provided in the low-temperature side cooling flow path 2. Others are substantially the same, and thus redundant description is omitted.

  The first EGR cooler 80a and the second EGR cooler 80b are extremely effective as a method for reducing the NOx emission amount in the exhaust gas, and are often mounted on diesel vehicles. The structure of the first EGR cooler 80a and the second EGR cooler 80b includes a passage through which exhaust gas flows and a passage through which cooling water flows. Heat exchange is performed between the two and the cooled exhaust gas is sent to the intake side of the engine. By returning, the temperature at the time of combustion is lowered, and the emission amount of NOx is reduced.

  The first EGR cooler 80 a is provided in the high temperature side cooling flow path 1 so as to be in parallel with the high temperature side heat exchanger 20 a of the charge air cooler 100, and is supplied with first cooling water for cooling the engine 140. Accordingly, the temperature of the first cooling water supplied to the cooling water inlet of the first EGR cooler 80a is the same as the temperature of the first cooling water supplied to the inlet pipe 22a of the high temperature side heat exchanger 20a, for example, 100 ° C. It becomes. That is, the first EGR cooler 80a cools the introduced exhaust gas with the first cooling water and then discharges it.

  The second EGR cooler 80b is provided in the low temperature side cooling flow path 2 so as to be in series with the low temperature side heat exchanger 20b of the charge air cooler 100, and is provided downstream of the low temperature side heat exchanger 20b. The second EGR cooler 80b is supplied with the second cooling water discharged from the low temperature side heat exchanger 20b. Therefore, the temperature of the second cooling water supplied to the cooling water inlet of the second EGR cooler 80b is the same as the temperature of the second cooling water discharged from the outlet pipe 24b of the low temperature side heat exchanger 20b, for example, 43 ° C. It becomes. That is, the second EGR cooler 80b cools the introduced exhaust gas with the second cooling water and then discharges it.

  Even in the cooling system according to the second embodiment configured as described above, the same effect as that of the cooling system according to the first embodiment can be obtained.

  Furthermore, according to the cooling system according to the second embodiment, the first EGR cooler 80a circulates through the high temperature side cooling flow path 1 and the second EGR cooler 80b circulates through the low temperature side cooling flow path 2. Since the second cooling water is used to cool the exhaust gas by the second cooling system, the first EGR cooler 80a and the second EGR cooler 80b share little heat and the exhaust gas temperature can be cooled to a desired temperature.

(Third embodiment)
As shown in FIG. 9, in the cooling system according to the third embodiment of the present invention, the first EGR cooler 80a and the second EGR cooler 80b are integrally formed as compared with the cooling system according to the second embodiment. Is different. Others are substantially the same, and thus redundant description is omitted.

  The first EGR cooler 80a and the second EGR cooler 80b are connected by a connecting portion 90 as shown in FIG. A gas inlet 92 serving as an exhaust gas inlet is provided at the end of the first EGR cooler 80a, and a gas outlet 93 serving as an exhaust gas outlet is provided at the end of the second EGR cooler 80b.

  In the first EGR cooler 80a, a cooling water inlet 81a serving as an inlet for first cooling water that is high-temperature side cooling water and a cooling water outlet 82a serving as an outlet for the first cooling water are provided in the outer case 84a. The cooling water inlet 81a and the cooling water outlet 82a may be formed integrally with the outer case 84a, or may be manufactured separately and attached to the outer case 84a by welding or the like. A plurality of exhaust pipes 85a serving as exhaust gas paths are arranged in the outer case 84a, and both ends of the exhaust pipe 85a are fixed to insertion holes provided in the end plate 86a by brazing, welding, or the like.

  First cooling water that cools the engine is guided to the cooling water inlet 81a through a pipe such as a hose, and the first cooling water is stored in a cooling water reservoir 87a formed around the exhaust pipe 85a. The first cooling water flowing in from the cooling water inlet 81a flows as a swirling flow around the exhaust pipe 85a in the cooling water reservoir 87a. At this time, since the cooling water reservoir 87a is formed in an annular shape over the entire circumference of the outer case 84a, the first cooling water flows from various directions, and even if a large number of exhaust pipes 85a are arranged, There is no stagnation. Then, the first cooling water after cooling the exhaust gas is returned to the cooling system of the high temperature side cooling flow path 1 from the pipe connected to the cooling water outlet 82a.

  In the second EGR cooler 80b, a cooling water inlet 81b serving as an inlet for second cooling water that is low-temperature side cooling water and a cooling water outlet 82b serving as an outlet for second cooling water are provided in the outer case 84b. The cooling water inlet 81b and the cooling water outlet 82b may be formed integrally with the outer case 84b, or may be manufactured separately and attached to the outer case 84b by welding or the like. A plurality of exhaust pipes 85b as exhaust gas paths are arranged in the outer case 84b, and both ends of the exhaust pipe 85b are fixed to insertion holes provided in the end plate 86b by brazing, welding, or the like.

  Second cooling water for cooling the engine is led to the cooling water inlet 81b through a pipe such as a hose, and the second cooling water is stored in a cooling water reservoir 87b formed around the exhaust pipe 85b. The second cooling water flowing in from the cooling water inlet 81b flows as a swirling flow around the exhaust pipe 85b in the cooling water reservoir 87b. At this time, since the cooling water reservoir 87b is formed in an annular shape over the entire circumference of the outer case 84b, the second cooling water flows from various directions, and even if a large number of exhaust pipes 85b are arranged, There is no stagnation. Then, the second cooling water after cooling the exhaust gas is returned to the cooling system of the low temperature side cooling flow path 2 from the pipe connected to the cooling water outlet 82b.

  Hereinafter, a process of cooling the exhaust gas in the integrally formed first EGR cooler 80a and second EGR cooler 80b will be described.

  The exhaust gas having a high temperature of about 300 ° C. flowing from the gas inlet 92 reaches the connecting portion 90 while being cooled while passing through the plurality of exhaust pipes 85a. Since the first cooling water of about 100 ° C. is made to flow around the exhaust pipe 85a, the high-temperature exhaust gas is gradually cooled as it flows through the exhaust pipe 85a. The exhaust gas that reaches the connecting portion 90 is cooled to about 102 ° C.

  Then, the exhaust gas reaching the connecting portion 90 reaches the gas outlet 93 while being cooled while passing through the plurality of exhaust pipes 85b. Since the second cooling water of about 40 ° C. is caused to flow around the exhaust pipe 85b, the exhaust gas cooled by the first EGR cooler 80a is gradually cooled as it flows through the exhaust pipe 85a. The exhaust gas reaching the gas outlet 93 is cooled to about 42 ° C.

  The exhaust gas cooled in the first EGR cooler 80a and the second EGR cooler 80b is discharged from the gas outlet 93 and is recirculated to the intake passage of the engine via an exhaust gas valve (not shown) that controls the flow rate.

  Even in the cooling system according to the third embodiment configured as described above, the same effect as that of the cooling system according to the second embodiment can be obtained.

(Other embodiments)
As described above, the present invention has been described according to the embodiment. However, it should not be understood that the description and drawings constituting a part of this disclosure limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques should be apparent to those skilled in the art.

  For example, what is shown as a path through which the first cooling water of the high temperature side cooling flow path 1 of the cooling system of the first embodiment flows is only due to one arrangement example of members constituting the path, It is also possible to change to another route as another arrangement. In the high temperature side cooling flow path 1 of the cooling system of the first embodiment, as shown in FIG. 1, the first cooling water cooled by the first heat exchanger 130 is received by the engine 140 and is heated by the heater core. After the heat is dissipated at 132, it flows through a route supplied to the high temperature side heat exchanger 20a. Therefore, in the high temperature side cooling flow path 1 of the cooling system as a modified example, as shown in FIG. 10, the first cooling water cooled by the first heat exchanger 130 is supplied to the high temperature side heat exchanger 20a. After that, the heat is received by the engine 140 and is changed so as to flow along a path for radiating heat by the heater core 132. Even in the cooling system according to this modification, the same effect as that of the cooling system according to the first embodiment can be obtained. Furthermore, with the cooling system according to this modification, it is easy to raise the temperature of engine 140 when the temperature of engine 140 is low. Furthermore, if it is the cooling system which concerns on this modification, the 1st cooling water lower temperature than the cooling system of 1st Embodiment can be supplied to the high temperature side heat exchanger 20a.

  Further, as shown in FIG. 11, the refrigerant for vehicle compartment air conditioning is cooled in the outlet side tank 110 b of the second heat exchanger (sub-radiator) 110 of the charge air cooler 100 in the first to third embodiments. A water-cooled condenser 160 may be provided. If it does in this way, the refrigerant which flows through water cooling condenser 160 will be cooled with the 2nd cooling water. By cooling the refrigerant flowing through the water-cooled condenser 160 with the second cooling water, the third heat exchanger (condenser) 120 can be assisted during idling or the like. As a result, since the air conditioning efficiency is improved, the third heat exchanger 120 can be downsized. As shown in the first to third embodiments, the second heat exchanger 110 can be downsized in addition to the downsizing of the second heat exchanger 110 by the two cooling systems. It becomes easier to arrange the heat exchanger 110 at a place other than the front portion of the first heat exchanger 130. As a result, an increase in ventilation resistance at the front end can be further suppressed. The water-cooled condenser 160 is provided in the outlet side tank 110b of the second heat exchanger (sub-radiator) 110, but may be provided in the inlet side tank 110a.

  In the first to third embodiments, the first cooling water cooled by the first heat exchanger 130 and the second cooling water cooled by the second heat exchanger 110 are within a range that does not reach a relatively high temperature. If there is, other heating elements may be cooled.

  Thus, it should be understood that the present invention includes various embodiments and the like not described herein. Therefore, the present invention is limited only by the invention specifying matters in the scope of claims reasonable from this disclosure.

DESCRIPTION OF SYMBOLS 1 ... High temperature side cooling flow path 2 ... Low temperature side cooling flow path 10 ... Case 12 ... Introducing pipe 14 ... Exhaust pipe 20a ... High temperature side heat exchanger 20b ... Low temperature side heat exchanger 22a, 22b ... Inlet pipe 24a, 24b ... Outlet Pipe 26a, 26b ... Reinforcement plate 28a, 28b ... Inlet side tank 29a, 29b ... Outlet side tank 40 ... Core 50 ... Gasket 70 ... Assembly member 80a ... First EGR cooler 80b ... Second EGR cooler 81a, 81b ... Cooling water inlet 82a, 82b ... Cooling water outlets 84a, 84b ... Outer case 85a, 85b ... Exhaust pipes 86a, 86b ... End plates 87a, 87b ... Cooling water storage part 90 ... Connecting part 92 ... Gas inlet 93 ... Gas outlet 100 ... Charge air cooler 110 ... Second heat exchanger 110a ... Inlet side tank 110b ... Outlet side tank 112 ... Second pump 120 ... 3rd heat exchanger 130 ... 1st heat exchanger 131 ... 1st pump 132 ... heater core 140 ... engine 150 ... turbine 160 ... water cooling condenser

Claims (7)

A high temperature side heat exchanger that is provided in a high temperature side cooling flow path through which the first cooling water cooled by the first heat exchanger flows, and cools the intake air after supercharging by the first cooling water;
Provided in a low-temperature side cooling flow path through which the second cooling water cooled by the second heat exchanger flows so as to have a temperature lower than that of the first cooling water, the intake air cooled by the high-temperature side heat exchanger is supplied to the second cooling water. A charge air cooler comprising: a low temperature side heat exchanger cooled by cooling water. The high temperature side heat exchanger and the low temperature side heat exchanger are:
The intake air is introduced from the introduction pipe, and is accommodated inside the case having a flow path of the intake air that is discharged from the discharge pipe.
The high temperature side heat exchanger is disposed upstream of the intake air flow path, and the low temperature side heat exchanger is disposed downstream of the intake air flow path,
The charge air cooler according to claim 1, wherein the charge air cooler is integrally formed.   The charge air cooler according to claim 1 or 2, wherein the temperature of the second cooling water is a temperature at which intake air supplied to the internal combustion engine can be cooled to a target temperature.   The water cooling condenser which cools the refrigerant for cabin air conditioning is arranged in the tank of the 2nd heat exchanger, and the refrigerant is cooled by the cooling water which flows through the low temperature side cooling channel. The charge air cooler of any one of 1-3. The high temperature side cooling flow path is the first heat exchanger, a first pump that forms a flow of the first cooling water, a heater core that radiates heat of the first cooling water, the high temperature side heat exchanger, and An internal combustion engine that receives the heat of the first cooling water,
The low-temperature side cooling flow path is a cycle passing through the second heat exchanger, a second pump that forms a flow of the second cooling water, and the low-temperature side heat exchanger.
The charge air cooler according to any one of claims 1 to 4. A cooling system comprising the charge air cooler according to any one of claims 1 to 5,
A first EGR cooler is provided in the high temperature side cooling flow path;
A cooling system, wherein a second EGR cooler is provided in the low temperature side cooling flow path.   The cooling system according to claim 6, wherein the first EGR cooler and the second EGR cooler are integrally formed.

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