JP4012230B2 - Automotive cooler - Google Patents

Description

  The present invention relates to an in-vehicle cooler that performs cooling by heat transfer with traveling wind generated by traveling of a vehicle.

  2. Description of the Related Art Conventionally, in a vehicle cooler that is a vehicle-mounted cooler using traveling air provided for cooling electric devices such as a transformer and a reactor mounted on a vehicle, for example, for a vehicle-mounted transformer disclosed in Patent Document 1 Like this oil cooler, a plurality of U-shaped oil cooling pipe groups arranged in a plane perpendicular to the traveling direction are further assembled in the traveling direction. FIG. 20A is a side view of a conventional vehicle oil-cooled transformer disclosed in the patent publication, and FIG. 20B is a front view thereof. In the figure, 100 is a vehicle traveling direction, 101 is a tubular cooling pipe shaped in a U-shape, 102 is a header, and the cooling pipe 101 is attached to the header 102 by welding or the like. Reference numeral 103 denotes a circulation port that forms an inlet / outlet of the cooling medium, which is also attached to the header 102 by welding or the like. Reference numeral 104 denotes a penetrating portion located at the center of the attached U-shaped cooling pipe 101 group.

  Next, the route of the cooling medium is shown by using the figure. The cooling medium such as oil sent from the vehicle transformer body through the pipe enters the circulation port 103 and passes through the cooling pipe 101 from the header 102. It flows into the header 102 again. And it returns to the transformer body for vehicles from distribution port 103 via piping again. When the cooling medium flows through the cooling pipe 101, heat exchange with the external air is performed by heat transfer by natural convection on the outer surface of the cooling pipe 101 and forced convection when the traveling wind passes through the surface of the cooling pipe 101 group. The cooling medium is cooled. Here, in order to promote the cooling effect by forced convection heat transfer, the cooler 101 is installed on the side of the vehicle with a large traveling airflow.

  Moreover, regarding the invention using the traveling wind in the cooling system for the vehicle reactor, there is Patent Document 2, and an external view thereof is shown in FIG. In the figure, 105 is a cylindrical winding whose outer periphery is covered with a cylinder, 106 is a support material for supporting the cylindrical winding 105, 107 is a vehicle body on which the cylindrical winding 105 is fixed via the support material 106, 108. Is a funnel-shaped wind guide having a size corresponding to the diameter of the cooling air inlet / outlet of the reactor or a partially broken funnel-shaped wind guide, and 109 is a ventilation direction. The cylindrical winding 105 attached under the floor of the vehicle 107 is installed so as to wind in a horizontal direction by winding it in a cylindrical shape.

  When the vehicle travels, traveling wind blows in the vicinity of the reactor in a direction opposite to the vehicle traveling direction 100, and the traveling wind is collected by a funnel-shaped wind guide 108 and guided to the inside of the cylindrical winding 105. Takes the generated heat and cools the windings.

Japanese Examined Patent Publication No.57-42203 Japanese Utility Model Publication No. 55-47749

  The conventional oil cooler for on-vehicle transformers described in Patent Document 1 has the following drawbacks. First, since the cooler having a large pressure loss constituted by the cooling pipe 101 is exposed to the running wind flowing in the open space where there is no pressure loss, the running wind is difficult to flow between the cooling pipes 101 having a large pressure loss. Most of the external air that has entered between the cooling pipes 101 from the end flows out into the open space, and the cooling capacity is reduced. Furthermore, since there is no wind guide structure for guiding the traveling wind between the cooling tube groups, the wind intake capability is inferior. Further, since the cooling pipe is exposed on the vehicle side, there is a problem of strength against flying stones, snowfall, and the like.

  Next, the conventional cooling system for an onboard reactor described in Patent Document 2 has a wind guide for efficiently taking in the traveling wind, but the outer periphery of the cylindrical winding that is the object to be cooled is covered with the cylinder and is air permeable. Therefore, the pressure loss increases as compared with the case of an exposed structure in which a cover is not provided on the cooling body, such as the conventional oil cooler for an in-vehicle transformer described in Patent Document 1, and wind sampling by the wind guide 108 is performed. There is a problem in that the effect is offset and the cooling air flow is reduced and the cooling effect is impaired.

The present invention has been made to solve the above-described problems, and provides an in-vehicle cooler that can secure a large amount of running air that is effective for heat transfer and can improve the cooling capacity. For the purpose.
It is another object of the present invention to provide an in-vehicle cooler that can prevent damage caused by stepping stones without impairing the cooling capacity.

The on-vehicle cooler according to claim 1 has a predetermined length in the traveling direction of the vehicle, and has both ends connected to the header in a space having a certain area along the traveling direction perpendicular to the traveling direction. A plurality of the substantially U-shaped cooling pipes are arranged in a plurality of rows along the traveling direction in a plane perpendicular to the traveling direction of the vehicle, and the cooling pipe and the vehicle travel. In a vehicle-mounted cooler that cools by heat transfer with the generated traveling wind,
Over running direction entire length thereof spatial outer peripheral direction of the running direction at right angles with the area of the space is provided with a protective cover disposed so as to cover the curved portion component of the substantially U-shaped of the cooling tube, Ventilation holes are provided in the central portion of the protective cover, excluding a predetermined length from both ends of the protective cover in the traveling direction .

Vehicle cooler according to claim 1, the traveling direction of the space over its entire length, as the outer circumference of the area of the running direction at right angles with the space that covers the curved portion component of the substantially U-shaped of the cooling pipes Since a ventilation hole is provided in the central part of the protective cover excluding a predetermined length from both ends in the traveling direction of the protective cover, mechanical protection against obstacles such as stepping stones is provided. In addition, the air flow rate of the cooling pipe group is increased to improve the cooling performance , the pressure loss with respect to the traveling wind is reduced, the air flow rate is increased, and the cooling performance is improved.

Embodiment 1 FIG.
In addition, in this-application specification, Embodiment 1-7 has described the content of the reference example.
FIG. 1 is a view showing a mounting structure of a vehicle-mounted cooler using traveling wind in Embodiment 1 of the present invention to a vehicle from the vehicle traveling direction. In the figure, 1 is an in-vehicle electric device main body such as a transformer or a reactor installed under the vehicle floor, 2 is a cooler for cooling the cooling medium that has deprived the heat generation of the in-vehicle electric device main body 1, and 3 is carrying the cooling medium 4 is a pipe that connects the pump 3 and the cooler 2 and passes the cooling medium, 5 is a vehicle to which the in-vehicle electric device main body 1 is attached, 6 is a wheel, 7 is a rail, The roadbed.

  The heat generated from the in-vehicle electrical device main body 1 is absorbed by the cooling medium by the latent heat / sensible heat change utilizing the sensible heat change of liquid such as water, oil, etc., and the phase change in the compression cycle such as chlorofluorocarbon gas, alternative chlorofluorocarbon gas, etc. Then, it is conveyed to the cooler 2 provided on the side surface via the pipe 4. Usually, the cooler is formed in a U-shaped metal pipe with high thermal conductivity such as iron, aluminum, copper, etc., and these cooling pipes are arranged in a plane perpendicular to the traveling direction of the vehicle and in the traveling direction of the vehicle. Configured. The cooling medium sent to the cooler 2 via the pipe 4 is guided to the inside of the cooling pipe constituting the cooler 2 and then deprived of heat to the inner wall of the pipe by the convection heat transfer in the pipe. The heat transferred to the inner wall of the pipe moves through the pipe wall by heat conduction and reaches the outer wall of the pipe. Since the outer wall of the tube is in contact with the low-temperature and high-speed traveling wind, heat is carried away by the traveling wind by convective heat transfer with the outside air. The cooling medium cooled by passing through the cooler 2 returns to the in-vehicle electric device main body 1 through the pipe 4 again and takes heat from the in-vehicle electric device main body 1. By repeating such a cycle, the vehicle-mounted electrical device main body 1 can be cooled using traveling wind.

  However, since the vehicle cooler 2 using traveling wind is installed under the floor of the vehicle 5, other in-vehicle electric devices are often installed upstream in the traveling direction of the cooler, and sufficient traveling wind is cooled. In many cases, it does not hit the front of the vessel. In addition, since the cooler itself is an aggregate of cooling pipes that do not have a cover on the outer periphery, when the traveling wind that has entered between the pipe groups flows from the front of the cooler through the inside of the cooling pipe groups, the cooling pipes that have a large pressure loss. There was a problem that the heat exchange capacity was remarkably lowered at the downstream part of the cooler running wind as the air leaked rapidly to the outside open space between the groups.

  FIG. 2A is a front view of an in-vehicle cooler for solving the above two problems, and FIG. 2B is a side view thereof. In the figure, reference numeral 9 denotes a cooling pipe obtained by shaping a metal having high thermal conductivity such as iron, aluminum, copper or the like into a thin U-shape, and both ends thereof are connected to the header H by welding or the like. 10 (10a, 10b) are two air guide plates provided so as to surround and cover the cooling pipes 9 positioned on the outermost periphery of the cooling pipe 9 group in the fourth row from both ends in the traveling direction of the cooler 2, Reference numeral 11 denotes an air penetration part formed by the innermost cooling pipe 9 and the header H. In addition, since the traveling wind that has entered the wind penetration part 11 passes with little contribution to the heat transfer for cooling, the cross-sectional area of the wind penetration part 11 is preferably as small as possible, but the metal tube is used. The minimum radius of curvature of the cooling pipe 9 is determined due to work limitations when bending into a U-shape, and the cross-sectional area of the wind penetration portion 11 is determined accordingly. Reference numeral 12 denotes a vehicle traveling direction, and both directions 12a and 12b are indicated by arrows in the drawing. Reference numeral 13 denotes a traveling wind direction, and its directions 13a and 13b are opposite to the traveling direction. 14 is an open space through which the cooler 2 passes as the vehicle travels, 15 (15a, 15b) is a wind intake port through which running wind flows, and 16 (16a, 16b) is a guide that is divided into two. It is an air outlet which is a wind lower end of what is located in a windward side among wind plates 10a and 10b.

  When the vehicle is traveling in the direction of the arrow 12a, traveling wind blows to the cooler 2 from the direction of the arrow 13a. In this case, the traveling wind enters the cooler 2 through the wind intake port 15a of the wind guide plate 10a on the upstream side of the traveling wind, collides with the cooling pipe 9 at the upstream end of the traveling wind, and heat is generated from the outer wall surface of the cooling pipe 9. While taking it, it further enters the inside of the cooling tube 9 group. At this time, the wind guide plate 10a is installed so as to surround the cooling pipe 9 on the outermost periphery of the cooler 2 over the length from the front cooling pipe 9 to the cooling pipe in the fourth row. The traveling wind that has entered through the inlet 15a does not flow into the open space 14 from between the tube groups, and performs heat exchange while moving straight in the direction of the arrow 13a. The traveling wind that has passed through the space covered with the air guide plate 10a reaches the space without the air guide plate 10 in the center of the cooler 2, and the wind penetration part 11 passes between the cooling pipes 9 having a large pressure loss when passing. Alternatively, it flows into the open space 14. Conversely, when the vehicle travels in the direction of the arrow 12b, the traveling wind enters the cooler 2 from the direction of the arrow 13b through the air intake port 15b of the air guide plate 10b. Is realized.

  Here, the difference in the flow of wind inside the conventional cooler and the cooler of the present invention will be described with reference to the drawings. FIG. 3 is a side sectional view showing the flow of the internal wind by cutting a conventional cooler along a plane including the traveling direction, and FIG. 4 shows the flow of the internal wind of the cooler 2 of the present invention. FIG. The arrows in the figure are velocity vectors indicating the flow of the traveling wind, the magnitude indicates the speed of the flow velocity, and the direction indicates the direction of the flow. First, in the conventional cooler of FIG. 3, most of the traveling wind immediately enters the cooling tube 9 group from the direction of the arrow 13 a, and the pressure loss between the cooling tube 9 groups having a large pressure loss when passing is reduced. Flows into the open space 14 that is not. As is apparent from the figure, the flow velocity is fast only near the upstream side of the traveling wind of the cooler 2, and the flow velocity decreases rapidly after the third row, and there is almost no flow after the fifth row. Therefore, in the cooler provided with a plurality of rows of cooling pipes 9 in the vehicle traveling direction, the local heat transfer coefficient is maximized in the cooling pipe 9 at the upstream end of the traveling wind due to the leading edge effect, and then the traveling wind flows out into the open space 14. Since the flow velocity between the tube groups is drastically reduced, the local heat transfer coefficient associated with convective heat transfer also decreases rapidly. That is, in the conventional cooler as shown in FIG. 3, it can be seen that efficient heat exchange is performed only with a few rows of the cooling pipes 9 in the vicinity of the upstream side of the traveling wind in which the traveling wind enters.

  On the other hand, in FIG. 4 showing the cooler 2 of the present invention, the traveling wind that has entered from the upstream side of the traveling wind of the cooler 2 immediately after passing through the two rows of cooling pipes upstream of the traveling wind due to the presence of the air guide plate 10a. It cannot flow out into the release space 14. The traveling wind that travels straight in parallel with the wind guide plate 10a between the cooling tube 9 groups surrounded by the wind guide plate 10a slightly flows into the wind penetration portion 11, but the flow rate of the cooling pipe 9 group hardly decreases without reducing the flow rate. Take heat away from the outer surface. The traveling wind that has passed through the region surrounded by the air guide plate 10 a communicates with the open space 14, and therefore flows out from between the cooling tube 9 groups to the open space 14. In the cooler 2 having such a flow field, the local heat transfer coefficient is maximized by the leading edge effect in the uppermost end cooling pipe 9 of the traveling wind in which the traveling wind enters, and the portion covered by the air guide plate 10a Since the flow rate hardly changes, a large heat transfer coefficient is maintained by convective heat transfer. In the portion not covered by the air guide plate 10a at the center in the running direction, the running wind flows out to the open space 14, but there is a large passage flow rate between the cooling tube 9 groups compared to the conventional cooler, and sufficient local heat is generated. A transmission rate is obtained.

  Here, the reason why the air guide plate 10 is not provided in the central portion in the traveling direction of the cooler 2 will be described. When the entire surface of the cooler 2 is covered with the air guide plate 10, the traveling wind that has entered the cooler through the air intake port 15 cannot flow out to the outside, so that the pressure loss increases and the inflow amount drastically decreases. . Of course, the heat exchange capability of the cooler 2 also decreases. Therefore, the pressure loss of the entire cooler 2 is reduced by providing the wind guide plate 10 in two on the upstream side and the downstream side of the running wind without providing the wind guide plate 10 in the central portion of the cooler 2 in the running direction. In addition, the cooling performance can be improved by increasing the amount of wind flowing into the interior.

  In addition, assuming that the vehicle stops at a station, the loss generated in the in-vehicle electrical device main body 1 becomes a sufficiently low value. However, if the cooling capacity of the cooler 2 that is stopped is extremely reduced, the heat storage capacity until then is reduced. It is conceivable that the temperature of the cooling medium rises. In this case, since the air guide plate 10 is not provided in the center of the cooler 2 as in the present invention, an updraft due to natural convection is generated in the central portion even when there is no traveling wind while the vehicle is stopped. However, since this draws in the air in the air guide plates 10a and 10b, an extreme decrease in the cooling capacity of the cooler 2 is prevented, and there is also an advantage that the temperature of the cooling medium is prevented from rising.

  Since it is configured as described above, the cooler can improve the cooling performance while maintaining a large flow of traveling wind up to the central portion in the traveling direction of the cooler.

  In this embodiment, the air guide plates 10a and 10b are provided so as to cover the fourth row from both ends of the cooler 2 in the traveling direction, but the length (number of rows) to be covered is the cooler 2. The optimum length is slightly different depending on the external environment where the vehicle is placed, and it is sufficient that it covers at least the first row from both ends in the traveling direction and is not provided in the central portion in the traveling direction.

Embodiment 2. FIG.
Next, an invention for increasing the amount of wind by increasing the opening area of the air intake 15 will be described. FIG. 5 (a) is a front view of the on-vehicle cooler in Embodiment 2 of the present invention, and FIG. 5 (b) is a side view thereof. In the drawing, the air guide plates 10a and 10b are provided so as to surround the outermost periphery of the cooling pipe 9 from the both ends in the running direction of the cooler 2 to the fourth row. Furthermore, the opening area of the wind inlets 15a and 15b is larger than the opening area of the wind outlets 16a and 16b located in the center side of the wind guide plates 10a and 10b, and the wind guide plate 10a is formed by a thin plate so as to connect them linearly. 10b.

  When the vehicle is traveling in the direction of the arrow 12a, the traveling wind blows in the direction of the arrow 13a. In general, a cooler for a vehicle is installed at a site close to the vehicle body such as under the floor. Therefore, in order to incorporate more traveling wind into the cooler 2, the cooler 2 should be installed outside the boundary layer of the traveling wind developed near the vehicle body. However, in terms of dimensions, there is a limitation on the amount of protrusion of equipment attachment called a vehicle limit due to safety problems. Therefore, the cooler 2 can be attached only inside the boundary layer, and the cooler 2 is hit by wind at a flow velocity lower than the vehicle traveling speed. Therefore, in order to capture the traveling wind more efficiently, the wind intake ports 15a and 15b having an increased opening area as shown in the figure are provided. Compared with the air guide plate of FIG. 2, it is clear that more traveling air can be introduced into the cooler, and as a result, the cooling performance is dramatically improved as the air volume increases.

  Therefore, by making the opening area of the air inlets 15a and 15b larger than the opening area of the air outlets 16a and 16b, the amount of air passing through the cooler 2 can be increased and the cooling performance can be improved.

  Furthermore, more traveling air can be introduced into the cooler 2 by optimizing the curved surface shape of the air guide plate. 6A is a front view of the cooler 2 in which the shape of the air guide plate is optimized, and FIG. 6B is a side view thereof. In the figure, the air guide plates 10a and 10b have a sectional shape obtained by making the opening area of the air intake ports 15a and 15b larger than the opening area of the air outlets 16a and 16b and cutting along a plane including the vehicle traveling direction. In other words, the extreme values at the intake ports 15a, 15b and the air outlets 16a, 16b are horizontal and parallel to the traveling direction, and are constituted by a cubic curve that becomes an inflection point at the center from both ends. By adopting a configuration in which such a cross-sectional shape becomes a cubic curve, the traveling wind taken from the wind intake ports 15a and 15b is smoothly contracted along the inner walls of the air guide plates 10a and 10b. Therefore, peeling does not occur on the wall surface, and pressure loss due to contraction can be suppressed.

  Therefore, by providing an air guide plate having such a cubic curved cross section, more traveling air can be introduced into the cooler and its cooling efficiency can be improved.

  In the present embodiment, the air guide plates 10a and 10b are provided so as to cover up to the fourth row from both ends in the running direction of the cooler 2, but the length (number of rows) to be covered is placed in the cooler 2. The optimum length varies slightly depending on the external environment, as long as it covers at least the first row from both ends of the cooler 2 in the traveling direction and is not provided in the central portion in the traveling direction.

Embodiment 3 FIG.
In the first and second embodiments, the air guide plates 10a and 10b are divided into two parts on the upstream side and the downstream side of the running wind of the cooler 2, and each plate is processed and deformed. Here, each of the air guide plates 10a and 10b may be composed of a plurality of plate members. For example, FIG. 7 (a) is the embodiment 3 of the present invention, and each of the four air guide plates 10a and 10b. It is a front view of the cooler 2 at the time of comprising from this air guide plate piece 10A-10D, FIG.7 (b) is the side view. In the figure, a plurality of air guide plate pieces 10A to 10D constituting the air guide plate 10a are provided so as to surround the cooling pipe 9 on the outermost periphery of the cooler 2, and each of the air intake ports 15A to 15D and the air outlets 16A to 16A. 16D and a plate material that linearly connects them, and the funnels so that the opening areas of the air inlets 15A to 15D of the air guide plate pieces 10A to 10D are larger than the opening areas of the air outlets 16A to 16D. It is formed in a shape. In addition, the opening areas of the air intake ports 15A to 15D of the air guide plate pieces 10A to 10D are configured to be smaller as they are located at the end of the cooler 2 in the traveling direction.
In addition, although description is abbreviate | omitted about the baffle plate 10b, it is similarly comprised by the four baffle plate pieces symmetrically with respect to the center of a running direction.

  Next, the operation will be described. Also in the present embodiment, since the wind guide plate is not provided at the center of the cooler 2 in the running direction, the pressure loss when passing through the group of the cooling pipes 9 is small, and the amount of running wind flowing into the cooler 2 is reduced. Can be increased. Furthermore, the air guide plate 10 is constituted by a plurality of funnel-shaped air guide plate pieces 10A to 10D having a wind effect, and the opening areas of the air intake ports 15A to 15D of the air guide plate pieces 10A to 10D are upstream of the traveling wind. Since it is formed so as to be larger than that of the wind guide plate piece adjacent to the side, the running wind supplied from the upstream of the running wind reaches the leeward without being obstructed by the wind intake of the windward wind guide plate piece. It can be taken into the cooler 2. Further, since each of the air guide plate pieces 10A to 10D is configured to reduce the cross-sectional area from the upstream side of the traveling wind toward the downstream side, the traveling wind that has entered the inside of the cooler 2 is the air guide plate piece 10A. Since a vector component toward the inside of the cooling tube 9 group along -10D is given, the passage flow velocity inside the cooler 2 is increased.

As described above, more traveling air can be introduced into the cooler 2 to improve the cooling efficiency.
Further, when the vehicle is stopped, as described above, heat transfer by natural convection is performed in the central portion in the running direction where the air guide plate 10 does not exist, but each portion of the air guide plate 10 is also provided with each air guide plate piece. The airflow can be increased through the gaps of 10A to 10D, and there is an advantage that the cooling capacity of the cooler 2 while the vehicle is stopped increases accordingly.

  In FIG. 7, the air guide plate pieces 10 </ b> A to 10 </ b> D each have an opening area that changes in a straight line. As a result, the inflow air volume also increases, and the cooling capacity of the cooler 2 increases accordingly.

  In the present embodiment, the air guide plate 10 is provided so as to cover the outermost periphery of the cooling pipe 9 from both ends in the traveling direction of the cooler 2 to the fourth row, but the length to be covered (number of rows). The optimum length varies slightly depending on the external environment where the cooler 2 is placed, and at least covers the first row from both ends in the running direction of the cooler 2 and may not be provided in the central portion in the running direction. .

Embodiment 4 FIG.
In the first to third embodiments, the air guide plate 10 is provided so as to surround the outermost peripheral cooling pipe 9, and the performance can be exhibited without contacting the outermost peripheral cooling pipe 9. Here, the invention for further improving the cooling efficiency by arranging the air guide plate 10 so as to be in contact with the outermost cooling pipe 9 will be described. FIG. 8 (a) is a front view of the on-vehicle cooler in Embodiment 4 of the present invention, and FIG. 8 (b) is a side view thereof. In the figure, the air guide plate 10 (10a, 10b) is welded and fixed to the outer peripheral side wall surface of the cooling pipe 9 located on the outermost periphery.

  The air guide plate 10 has a high thermal conductivity such as iron, aluminum, copper, or other alloys, and is made of a solid material. Similarly, the cooling pipe 9 is made of a metal having a high thermal conductivity. As a result, the heat is efficiently conducted from the outermost cooling pipe 9 through the welded portion to the air guide plate 10 without generating a contact thermal resistance. In this case, the air guide plate 10 not only has a wind-collecting action, but also acts as a radiating fin and increases the heat transfer area of the entire cooler, so that the cooling efficiency can be greatly improved.

  As described above, by introducing the wind guide plate 10 to the outermost cooling pipe 9 by welding, more traveling wind is introduced into the cooler 2 and the heat transfer area is increased to improve the cooling efficiency. Can do. In the present embodiment, an example in which the air guide plate 10 and the outermost cooling pipe 9 are connected by welding has been described. However, as long as the air guide plate 10 and the cooling pipe 9 are connected to reduce the contact thermal resistance. The same effect can be obtained by using any connection method.

  In the present embodiment, the air guide plate 10 is provided so as to cover the outermost periphery of the cooling pipe 9 from both ends in the running direction of the cooler 2 to the fourth row, but the length (number of rows) to be covered is The optimum length varies slightly depending on the external environment in which the cooler 2 is placed, and it is sufficient that it covers at least the first row from both ends in the running direction of the cooler and is not provided in the central portion in the running direction.

  In each of the above embodiments, the case where the U-shaped cooling pipe 9 is used and applied to the cooler 2 arranged so that the traveling wind hits from the radial direction has been described. However, the present invention is not limited to this. For example, even in a cooler in which cooling pipes are arranged so that the axial direction thereof includes a portion that coincides with the traveling direction, the main point is that the traveling direction has a predetermined length. The present invention can be similarly applied to a cooler in which a plurality of cooling pipes are distributed and disposed in a space having a predetermined area at a right angle.

Embodiment 5 FIG.
In the cooler 2 formed by integrating a plurality of U-shaped cooling pipes 9, as described above, there is a lower limit in the bending radius due to a working problem due to the limit of bending of the metal pipe. The wind penetration part 11 arises inside the tube 2 group. In the conventional vehicle-mounted cooler shown in FIG. 20, as can be seen from the state of the flow inside the cooler 2 shown in FIG. It passes through the wind penetration part 11 which exists very little, without reducing a flow volume. However, since the cooling pipe 9 adjacent to the wind penetration part 11 where such a high-speed flow exists is limited to the one located in the innermost circumference, most of the traveling wind passing through the wind penetration part 11 is used for heat exchange. It passes through the cooler 2 without contributing. The following solves this problem.

  Fig.9 (a) shows the front view of the vehicle-mounted cooler in Embodiment 5 of this invention. FIG. 9B is a side view thereof. In the figure, reference numeral 17 denotes a penetrating part air guide installed in the wind penetrating part 11 without contacting the outer surface of the innermost U-shaped cooling pipe 9. The cross-sectional area in the direction perpendicular to the running direction is gradually increased toward the center from both ends or in the middle with respect to the direction, and has a maximum cross-sectional area at the center of the cooler 2, and the cross-sectional area is cooled at the innermost circumference at the maximum. The outermost surface of the tube 9 is not contacted, and is configured to follow the shape of the innermost cooling tube group 9 as much as possible. For example, in FIG. 9, the penetrating portion air guide body 17 has a columnar shape in which a hexahedral portion 17A and two conical portions 17B divided into two by a plane passing through the central axis are combined, and the cooling pipe 9 on the innermost peripheral side is formed. It has a surface shape almost similar to its innermost envelope surface without touching it.

  Next, the state of the flow field inside the cooler 2 will be clarified. FIG. 10 illustrates a flow field of air generated in the cooler 2 by the vehicle traveling wind illustrated in FIG. 9 when the vehicle travels from the right to the left in the drawing. In the figure, the traveling wind enters between the cooling pipe 9 groups and the wind penetration part 11 in the direction of the arrow 13a. Since the traveling wind between the 9 groups of cooling pipes is subjected to fluid loss when passing between the groups of tubes, it gradually flows out to the open space 14 with less loss. On the other hand, the flow of the traveling wind that has entered the wind penetration portion 11 is gradually narrowed toward the downstream of the running wind because the flow passage is gradually narrowed by the penetration portion guide body 17 having the shape described above provided in the wind penetration portion 11. By being led to the side between the cooling pipe 9 groups and reaching the central portion in the running direction of the cooler 2, almost the entire flow rate flows between the cooling pipe 9 groups. Accordingly, the traveling wind passing through the wind penetration portion 11 gradually flows between the cooling pipe 9 groups until reaching the central portion in the traveling direction, so that a high-speed flow is formed over almost the entire region. Of course, in the second half region of the wind penetration portion 11 where the cross-sectional area perpendicular to the traveling direction of the penetration portion wind guide plate 17 decreases, a separation region 18 as shown in the figure is formed, and convective heat transfer in the tube wall in contact with this vortex. Although the rate is reduced, the remarkable increase in the local heat transfer coefficient due to the increase in the flow velocity between the cooling tube 9 groups upstream of the traveling wind sufficiently compensates for the decrease in the convective heat transfer coefficient, and the cooling efficiency is greatly improved as a whole.

  As described above, since the penetration portion wind guide plate 17 is provided in the wind penetration portion 11, the flow of the traveling wind to the wind penetration portion 11 can be introduced between the cooling tube 9 groups to greatly improve the cooling efficiency. it can.

  Here, the shape of the penetrating portion air guide body 17 is such that its cross-sectional area gradually increases from both ends of the cooler 2 in the traveling direction or from the middle to the center in the traveling direction so that the flow path of the wind penetrating portion 11 gradually decreases. And has a maximum cross-sectional area at the center in the running direction of the cooler 2, and the cross-sectional area does not contact the outer surface of the innermost peripheral cooling pipe 9 at the maximum, and the innermost peripheral cooling pipe 9 group has as much as possible. Any shape may be used as long as the shape is configured. For example, the penetrating air guide body 17 shown in FIG. 11 reduces the height of the beams at both ends of the hexahedron part 17A of FIG. 8, and the cross-sectional area perpendicular to the traveling direction is directed toward the center of the cooler 2 in the traveling direction. It is configured to increase. Moreover, the penetration part air guide body 17 shown in FIG. 12 has the shape which combined the hexahedron part 17A and the two tetrahedron parts 17C. The penetrating portion air guide body 17 of FIG. 13 is configured to reduce the height of the beams at both ends of FIG. 12 so that the cross-sectional area increases smoothly toward the center.

  Also in these through-portion air guides 17, the travel air flow path of the wind through-portion 11 gradually narrows toward the center in the travel direction, and the travel wind that has flowed into the wind through-portion 11 can be introduced between the cooling tube 9 groups. Therefore, it goes without saying that the same effect is produced.

Embodiment 6 FIG.
FIG. 14A is a front view of a vehicle-mounted cooler according to Embodiment 6 of the present invention, and FIG. 14B is a side view thereof. Here, the penetrating portion air guide body 17 is composed of a plurality of air guide body pieces 17A to 17D disposed substantially parallel to each other at a predetermined interval. As shown in the figure, each of the air guide body pieces 17A to 17D has a substantially umbrella shape in which the traveling direction end portion is convex, and the traveling wind flowing into the wind penetration portion 11 smoothly moves to the cooling pipe 9 group side. To be guided to. Further, the area of each of the air guide body pieces 17A to 17D viewed from the traveling direction is from the center in the traveling direction so that the envelope envelope as a whole is equivalent to the columnar penetrating portion air guiding body 17 described in the previous embodiment. It gradually decreases toward the edge. Of course, each of the air guide body pieces 17A to 17D is configured symmetrically with respect to the center in the traveling direction.

  As described above, here, the penetrating portion air guide body 17 is configured by the plurality of air guide body pieces 17A to 17D arranged at a constant interval. 5, the traveling wind that has entered the wind penetrating portion 11 is guided by the penetrating portion guide body 17 to the cooling pipe group, and the cooling capacity of the cooler 2 is increased as a whole. Ascending airflow due to natural convection can flow through the gaps between the respective air guide body pieces 17A to 17D, there is an advantage that there is no reduction in the self-cooling capability while the vehicle is stopped due to the provision of the penetrating portion air guide body 17.

Embodiment 7 FIG.
In the embodiment described above, a plurality of U-shaped cooling pipes 9 are integrated, and a wind guide plate 10 with an intermediate portion cut off is provided so as to cover the outermost cooling pipe 9 or The through-portion air guide body 17 is provided so as to gradually narrow the traveling wind passage of the wind penetrating portion 11 from both ends in the traveling direction toward the center in the traveling direction. In the present embodiment, the cooler 2 in the case where the air guide plate 10 and the penetrating portion air guide body 17 are provided at the same time will be described. FIG. 15A is a front view of the cooler 2 according to Embodiment 7 of the present invention, FIG. 15B is a side view thereof, and FIG. 15C is a top view thereof.

  FIG. 16 is a vertical cross-sectional view at the center of the vehicle traveling direction, showing the flow of traveling wind inside the cooler. When the vehicle travels from the right to the left in the drawing, the traveling wind enters the cooler 2 from the direction of the arrow 13a. The running wind enters between the tube groups while being accelerated by the smooth throttle cover shape of the wind guide plate 10 a on the upstream side of the running wind, and the action of the wind guide plate 10 prevents the outflow to the open space 14. On the other hand, the traveling wind that has flowed into the wind penetration portion 11 is forcibly introduced between the tube groups as the flow passage 17 is gradually narrowed by the penetration portion guide body 17. Accordingly, the flow velocity between the tube groups is increased by the flow rate of the traveling wind flowing through the wind penetration part 11, and highly efficient heat exchange is performed while the outflow to the open space 14 is suppressed. Here, by installing the air guide plate 10 and the penetrating portion air guide body 17, there is a concern that the pressure loss of the entire cooler 2 increases and the amount of passing air decreases. Is not provided at the center in the traveling direction of the vehicle, so that an outflow path for traveling wind is secured, and the increase in pressure loss remains small.

  As described above, since the wind guide plate 10 and the penetration portion wind guide body 17 are provided in the cooler 2, the running wind once flowing between the cooling pipe 9 groups is allowed to flow out from the cooling pipe 9 groups to the open space 14. While suppressing, the running wind of the wind penetration part 11 can be introduce | transduced between 9 groups of cooling pipes, the flow velocity between pipe groups can be increased, and cooling efficiency can be increased significantly.

  Further, the combination of the air guide plate 10 and the penetrating portion air guide body 17 is not limited to the one shown in the figure, but the same effect can be obtained by a combination of any of the embodiments detailed in the first to sixth embodiments. Play.

Embodiment 8 FIG.
When a vehicle that travels in a cold region such as Hokkaido or Tohoku region is equipped with a cooler that uses traveling wind, snow accumulates on the corners consisting of the side walls of the platform and the roadbed, and grows into a solid snow mass. There is a risk of colliding with and destroying the cooler mounted under the floor. In order to solve such a problem, there is an example in which a net-like metallic protective cover is conventionally provided around the cooling pipe 9, but since it does not have a wind sampling structure as described above, the entire cooling device has a high height. It was impossible to exchange heat efficiently.

  An invention for increasing the structural strength while having a wind sampling structure will be described with reference to the drawings. FIG. 17 (a) is a front view of an in-vehicle cooler showing Embodiment 8 of the present invention, and FIG. 17 (b) is a side view thereof. In the figure, reference numeral 19 denotes a protective cover having a wind effect and a structure strengthening effect. It is considered that the protective cover 19 covers the outermost cooling pipe 9 over the entire length of the cooler 2 in the traveling direction, and obstacles such as stepping stones and snow blocks on the vehicle side collide with the cooling pipe 9 in the vehicle direction. It is designed to cover only a part. The protective cover 19, like the air guide plate 10, prevents the traveling wind that has entered between the cooling tube 9 groups from flowing into the open space 14. Here, since the protective cover 19 is not provided so as to completely cover the outermost cooling pipe 9, the pressure loss of the entire cooler 2 is increased only by a small amount and does not decrease the passing air volume. Furthermore, by providing a plate-shaped protective cover, it is possible to prevent the cooling pipe 9 from being damaged even when a stepping stone or a snow mass collides.

  As described above, since the protective cover 19 is provided on the cooler 2, it is possible to increase the passing air amount of the cooler 2 to increase the cooling efficiency and to have a protection function against a collision of a stepping stone or a snow lump.

  Here, the air guide plate 10 has a shape parallel to the traveling direction of the vehicle. However, the opening area at both ends in the traveling direction is a straight line or the former embodiment 2 so that the cross-sectional area at the center of the traveling direction is larger. Needless to say, if a smooth curve such as the cubic curve mentioned in the explanation of the air guide plate 10 is used, it is possible to improve the cooling efficiency by the wind effect in addition to the same effect. By providing the penetrating part air guide body 17 in the part 11, the cooling efficiency can be further improved.

Embodiment 9 FIG.
In the eighth embodiment, since the protective cover 19 is formed of a plate-like member, the pressure loss when passing between the tube groups covered with the protective cover 19 is slightly larger than other parts. Therefore, outflow of traveling wind to the tube groups without the protective cover 19 or to the wind penetration part 11 occurs. Therefore, by processing the protective cover 19 so as to have air permeability, the pressure loss at the portion covered by the protective cover 19 can be reduced and the amount of air passing through the cooler 2 can be increased. FIG. 18 (a) is a front view of an in-vehicle cooler provided with a protective cover 19 that retains air permeability in Embodiment 9 of the present invention, and FIG. 18 (b) is a side view thereof. In the figure, a plurality of ventilation holes 20 are provided so as to penetrate the protective cover 19 near the center in the traveling direction excluding a predetermined length at both ends in the traveling direction of the protective cover 19.

  In this case, since the protective cover 19 does not have the ventilation hole 20 at the inlet portion of the traveling wind, the flow near the traveling wind inlet at both ends in the traveling direction with the highest local heat transfer coefficient of the cooler 2 is passed to the open space 14. Since it has the effect of holding between the cooling tube 9 groups without flowing out, and further has a plurality of ventilation holes 20 at the downstream central portion thereof, the traveling wind between the cooling tube 9 groups is opened from these ventilation holes 20 to an open space. 14 to prevent the pressure loss of the entire cooler 2 from significantly increasing. Here, the ventilation holes 20 should be arranged at optimum positions depending on the entire structure of the cooler 2, and may be arranged so as not to be provided at least at both ends in the traveling direction of the protective cover 19. Further, the diameter of the ventilation hole 20 is a size that does not allow obstacles to penetrate, and the shape thereof may be any of round, oval, square, diamond, slit, etc., and at least obstacles such as stepping stones or snow blocks. Must be provided to maintain strength against collisions.

  As described above, by providing the ventilation hole 20 in the protective cover 19, it is possible to improve the cooling efficiency by increasing the amount of wind sampling while improving the strength against the collision.

  Further, FIG. 19A is a front view of the cooler 2 in which a plurality of protective louvers 21 which are plate members having a louver structure are installed instead of the protective cover 19, and FIG. 19B is a side view thereof. In the figure, each protection louver 21 is installed with the center in the traveling direction as a symmetrical plane so as to open toward both ends of the cooler in the traveling direction, and can exhibit wind-capturing ability regardless of which direction the vehicle travels. It is configured as follows. In addition, the protective louvers 20 are stacked in the traveling direction or installed at the same pitch as the traveling direction length of the protective louvers 20 so that the cooling pipes 9 are not exposed as much as possible so as to be able to withstand the collision of flying stones or snow blocks. Here, in the figure, one protection louver is configured to cover each cooling pipe 9, but the longitudinal length of the protection louver 21 is at most ½ or less of the running direction length of the cooler 2. Any length is possible.

As described above, the cooling efficiency can be improved by increasing the amount of wind sampling while improving the strength against the collision.
Further, when the vehicle is stopped, an updraft caused by natural convection can pass between these protective louvers 21, and accordingly, a decrease in the cooling capacity when the vehicle is stopped is alleviated.
The protective cover 19 described in the eighth and ninth embodiments and the penetrating portion air guide body 17 described in the fifth and sixth embodiments may be provided side by side. In this case, the mechanical strength against flying objects is improved, and the amount of traveling wind introduced into the cooling pipe group is increased, so that the cooling capacity of the cooler is further improved.

  Further, in each of the embodiments described above, the case where the present invention is applied to a transformer or a cooler for cooling a reactor attached under the floor of the vehicle has been described. However, the present invention is not limited to these and is mounted on a vehicle. In addition, the present invention can be widely applied to a vehicle-mounted cooler including a cooling pipe that performs cooling by heat transfer with traveling wind generated by the traveling, and has an equivalent effect.

It is a figure which shows the attachment structure to the vehicle of a vehicle-mounted cooler. It is a figure which shows the vehicle-mounted cooler in Embodiment 1 of this invention. It is a figure which shows the mode of the flow of the driving | running | working wind in the conventional cooler. It is a figure which shows the mode of the flow of the driving | running | working wind in the vehicle-mounted cooler of Embodiment 1 of this invention. It is a figure which shows the vehicle-mounted cooler in Embodiment 2 of this invention. It is a figure which shows the modification of the vehicle-mounted cooler of FIG. It is a figure which shows the vehicle-mounted cooler in Embodiment 3 of this invention. It is a figure which shows the vehicle-mounted cooler in Embodiment 4 of this invention. It is a figure which shows the vehicle-mounted cooler in Embodiment 5 of this invention. It is a figure which shows the mode of the flow of the driving | running | working wind in the vehicle-mounted cooler of Embodiment 5 of this invention. It is a figure which shows the modification of the vehicle-mounted cooler of FIG. It is a figure which shows the further another modification of the vehicle-mounted cooler of FIG. It is a figure which shows the further another modification of the vehicle-mounted cooler of FIG. It is a figure which shows the vehicle-mounted cooler in Embodiment 6 of this invention. It is a figure which shows the vehicle-mounted cooler in Embodiment 7 of this invention. It is a figure which shows the mode of the flow of the driving | running | working wind in the vehicle-mounted cooler of Embodiment 7 of this invention. It is a figure which shows the vehicle-mounted cooler in Embodiment 8 of this invention. It is a figure which shows the vehicle-mounted cooler in Embodiment 9 of this invention. It is a figure which shows the modification of the vehicle-mounted cooler of FIG. It is a figure which shows the conventional vehicle-mounted cooler. It is a figure which shows the vehicle-mounted cooler different from the conventional FIG.

Explanation of symbols

1 in-vehicle electrical equipment body, 2 cooler, 5 vehicle, 9 cooling pipe,
10, 10a, 10b Air guide plate, 10A to 10D Air guide plate piece, 11 Wind penetration part,
12 (12a, 12b) Vehicle traveling direction, 14 open space, 17 penetrating part air guide,
17A-17D Air guide body piece, 19 protective cover, 20 ventilation hole, 21 protective louver.

Claims (1)

In a space having a predetermined length in the traveling direction of the vehicle and having a certain area along the traveling direction perpendicular to the traveling direction, a substantially U-shaped cooling pipe having both ends connected to headers, A plurality of lines are arranged in a plane perpendicular to the traveling direction of the vehicle and a plurality of rows are arranged along the traveling direction, and cooling is performed by heat transfer between the cooling pipe and traveling wind generated by the traveling of the vehicle. In the car cooler,
Over running direction entire length thereof spatial outer peripheral direction of the running direction at right angles with the area of the space is provided with a protective cover disposed so as to cover the curved portion component of the substantially U-shaped of the cooling pipe,
An in-vehicle cooler characterized in that a ventilation hole is provided in a central portion of the protective cover excluding a predetermined length from both ends in the traveling direction of the protective cover .

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