KR101356170B1 - Radiator for multi-cooling for vehicle - Google Patents

Abstract

A plurality of heat pipes arranged in parallel to form a heat pipe set, a plurality of heat pipe sets are provided, the heat pipe set is provided between the spaced apart point of the refrigerant pipe, the both ends of the heat pipe are respectively located on both sides Coupled to be connected to the pipe, each heat pipe set is a multi-cooling radiator of a vehicle including a heat exchanger, the boiling point of the working fluid is different from each other is introduced.

Description

Multi-Cooling Radiator for Vehicles {RADIATOR FOR MULTI-COOLING FOR VEHICLE}

The present invention relates to a multi-cooling radiator for a vehicle to apply heat pipes with the same number of refrigerants to improve heat transfer efficiency and to allow optimum temperature control.

In the case of a conventional hybrid vehicle, as shown in FIG. 1, an engine cooling radiator 10 for cooling an engine, a condenser 20 for operating an air conditioning apparatus, and an electric field cooling radiator for cooling electrical equipment such as a battery or a motor ( It is common to mount three heat dissipation devices of 30) in a row.

However, the heat dissipation equipment of this structure has a problem that requires three cooling system cores, there is a problem that space packaging is disadvantageous, the cost is increased, the weight is increased.

This is basically because each refrigerant is circulated at different temperatures, and therefore, each refrigerant needs to be separated from each other by air cooling or water cooling in a space separated from each other. However, such a structure is inherently redundant and inefficient in space, cost, and heat efficiency.

It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

The present invention has been proposed to solve such a problem, and an object thereof is to provide a multi-cooling radiator for a vehicle that improves heat transfer efficiency and enables optimum temperature control by applying the same number of heat pipes as the number of refrigerants used. .

In the multi-cooling radiator of a vehicle according to the present invention for achieving the above object, a plurality of heat pipes arranged in parallel to form a heat pipe set, a plurality of heat pipe set is provided, the heat pipe set of the refrigerant pipe It is provided between the spaced apart point is coupled so that both ends of the heat pipe is connected to each of the refrigerant pipes located on both sides, each heat pipe set is a heat exchange part different from the boiling point of the working fluid.

A plurality of heat dissipation cores coupled to each of the heat pipe sets may be further included.

The refrigerant pipe may be arranged in order of a target temperature of the refrigerant, and the heat pipe set may be arranged in a boiling point of the working fluid.

The refrigerant pipe may be composed of an engine refrigerant pipe, an electric field refrigerant pipe, a condenser refrigerant pipe arranged in sequence.

The heat pipe set may include an engine heat pipe set connected to an engine refrigerant pipe, an electric field heat pipe set connecting the engine refrigerant pipe and the electric field refrigerant pipe, and a condenser heat pipe set connecting the electric field refrigerant pipe and the condenser refrigerant pipe.

The boiling point of the heat pipe set working fluid may be lowered in the order of the engine heat pipe set, the electric field heat pipe set, and the condenser heat pipe set.

According to the multi-cooling radiator of the vehicle having the structure as described above, the space package is improved. That is, by reducing the opening area for cooling performance, design freedom can be improved, and weight reduction and cost improvement can be achieved by preventing excessive input of cooling specifications. In addition, since the increase in the fan specification is prevented, the charge / discharge performance of the hybrid vehicle or the like may be improved.

On the other hand, it is possible to freely set the temperature of the cooling system by adjusting the type of working fluid, the thickness of the pipe, the number of inserts of the heat pipe, there is an advantage that the temperature can be automatically controlled using the heat transfer phenomenon.

1 is a view showing a multi-cooling radiator of a conventional vehicle.
2 is a conceptual diagram of a multi-cooling radiator of a vehicle according to an embodiment of the present invention.
3 is a detailed view of a multi-cooling radiator of the vehicle shown in FIG.
4 is a cross-sectional view taken along the line AA of the multi-cooling radiator of the vehicle shown in FIG.

Hereinafter, a multi-cooling radiator of a vehicle according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.

2 is a conceptual view of a multi-cooling radiator of a vehicle according to an embodiment of the present invention, the multi-cooling radiator of the vehicle of the present invention, a plurality of heat pipes 320 arranged in parallel to the heat pipe set 300 And, a plurality of heat pipe set 300 is provided, the heat pipe set 300 is provided at a spaced apart point of the refrigerant pipe 100, but both ends of the heat pipe 320, respectively, the refrigerant pipe ( It is coupled to be connected to 100, each heat pipe set 300, the heat exchange unit boiling point of the working fluid is different from each other; includes.

The multi-cooling radiator of the vehicle of the present invention allows heat exchange of the plurality of refrigerant pipes 100 through one heat exchanger as shown in FIG. 2. This reduces the number of parts and saves space.

Specifically, FIG. 3 is a detailed view of the multi-cooling radiator of the vehicle illustrated in FIG. 2, and FIG. 4 is a cross-sectional view taken along line AA of the multi-cooling radiator of the vehicle illustrated in FIG. 3. In the cooling radiator, the refrigerant pipes 100 are arranged side by side in parallel, and the plurality of heat pipe sets 300 including the plurality of heat pipes 320 are arranged side by side in parallel. Each of the heat pipe sets 300 is connected to correspond to the respective refrigerant pipes 100, and in the case of the heat pipe sets 300 positioned between the two refrigerant pipes 100, both ends of the heat pipes 320. These are coupled to each of the refrigerant pipes 100 on both sides. In addition, each heat pipe set 300 is configured such that the boiling point of the working fluid is different from each other.

Through this configuration, each of the refrigerant pipes 100 may achieve a target temperature of different refrigerants, and may achieve a high heat exchange rate at which the other side is cooled together through one side.

In addition, a plurality of heat dissipation cores 500 may be coupled to each of the heat pipe sets 300. The refrigerant pipe 100 may be arranged in order of a target temperature of the refrigerant, and the heat pipe set 300 may be arranged in a boiling point order of the working fluid.

On the other hand, the refrigerant pipe 100 is composed of the engine refrigerant pipe (100a), electric field refrigerant pipe (100b), condenser refrigerant pipe (100c) arranged in sequence, the heat pipe set 300 to the engine refrigerant pipe (100a) Condenser connecting the connected engine heat pipe set 300a, the engine refrigerant pipe 100a and the electric field refrigerant pipe 100b, the electric field heat pipe set 300b, the electric field refrigerant pipe 100b and the condenser refrigerant pipe 100c The heat pipe set 300c may be configured.

In addition, when the boiling point of the heat pipe set 300 working fluid is configured to be lowered in the order of the engine heat pipe set 300a, the electric field heat pipe set 300b, and the condenser heat pipe set 300c, the respective refrigerant pipes are respectively. It is possible to automatically maintain an appropriate temperature range between each set of heat pipes.

Hereinafter, this operation will be described in detail with reference to FIG. 3.

1. Based on engine heat pipe set (300a)

The boiling point of the internal working fluid of the engine heat pipe set 300a is T1. The lower end of the engine heat pipe set 300a is connected to the engine refrigerant pipe 100a. When the engine coolant temperature T_ENG becomes higher than T1_H (the temperature difference between T1_H and T1 can be set by setting the thickness of the connection portion), heat transfer from the engine coolant to the engine heat pipe set 300a occurs. Accordingly, the engine coolant temperature is lowered and the engine coolant temperature (T_ENG) is lowered below T1_H due to the occurrence of vaporization of the working fluid (T_ENG <T1_H).

For example, the boiling point of the working fluid inside the engine heat pipe set 300a is referred to as T1 = 110 ° C. When the engine coolant temperature T_ENG becomes higher than T1_H = 120 ° C, heat transfer from the engine coolant to the engine heat pipe set 300a causes the engine coolant temperature T_ENG to fall below T1_H = 120 ° C.

2. Electric Heat Pipe Set (300b) Standard

The boiling point of the working fluid inside the electric field heat pipe set 300b is referred to as T2. The upper end of the electric field heat pipe set 300b is connected to the engine refrigerant pipe 100a. When the engine coolant temperature (T_ENG) becomes lower than T2_L (the temperature difference between T2_L and T2 is set by setting the thickness of the connection part), heat transfer from the electric heat pipe set 300b to the engine coolant occurs, and the engine coolant temperature rises and operates. The liquefaction of the fluid causes the engine coolant temperature to rise above T2_L (T2_L <T_ENG).

For example, the boiling point of the working fluid inside the electric heat pipe set 300b is set to T2 = 90 ° C. When the engine coolant temperature T_ENG becomes lower than T2_L = 80 ° C., the engine coolant temperature T_ENG rises to T2_L = 80 ° C. or more due to heat transfer from the electric field heat pipe set 300b to the engine refrigerant.

Therefore, T2_L <T_ENG <T1_H. In this example, it is automatically controlled to 80 ° C <T_ENG <120 ° C.

On the other hand, the lower end of the electric heat pipe set 300b is connected to the electric refrigerant pipe. When the electric field refrigerant temperature (T_ELEC) becomes higher than T2_H (the temperature difference between T2_H and T2 is set by setting the thickness of the connection part), heat transfer from the electric field refrigerant to the electric heat pipe set 300b occurs, and the electric field refrigerant temperature decreases and The vaporization causes the electric field refrigerant temperature (T_ELEC) to fall below T2_H (T_ELEC <T2_H).

For example, when the boiling point of the working fluid inside the electric heat pipe set 300b is T2 = 90 ° C., when the electric field coolant temperature T_ELEC is higher than T2_H = 100 ° C., the heat transfer from the electric heat refrigerant to the electric heat heat pipe set 300b is performed. The electric field refrigerant temperature (T_ELEC) is lowered below T2_H = 100 ° C.

3. Condenser Heat Pipe Set (300c) Standard

The boiling point of the working fluid inside the condenser heat pipe set 300c is T3. The upper end of the condenser heat pipe set 300c is connected to the electric field refrigerant pipe 100b. When the electric field refrigerant temperature (T_ELEC) becomes lower than T3_L (the temperature difference between T3_L and T3 is set by setting the thickness of the connection part), heat transfer from the condenser heat pipe set (300c) to the electric field refrigerant occurs, and the electric field refrigerant temperature rises and operates. Due to the liquefaction of the fluid, the electric field refrigerant temperature T_ELEC rises above T3_L (T3_L <T_ELEC).

For example, if the boiling point of the working fluid inside the condenser heat pipe set 300c is T3 = 60 ° C., when the electric field refrigerant temperature T_ELEC is lower than T3_L = 50 ° C., the electric field refrigerant temperature T_ELEC is T3_L = 50 ° C. or higher. Goes up. Therefore, in this example, it is automatically controlled to 50 ℃ <T_ELEC <100 ℃.

On the other hand, the lower end of the condenser heat pipe set (300c) is connected to the capacitor refrigerant pipe (100c). When the condenser refrigerant temperature (T_COND) becomes higher than T3_H (the temperature difference between T3_H and T3 is set by setting the thickness of the connection part), heat transfer occurs from the condenser refrigerant to the condenser heat pipe set 300c, and the condenser refrigerant temperature drops and the working fluid. The vaporization of the capacitor causes the condenser refrigerant temperature (T_COND) to fall below T3_H.

For example, when the boiling point of the working fluid inside the condenser heat pipe set 300c is T3 = 60 ° C., when the condenser refrigerant temperature T_COND becomes higher than T3_H = 70 ° C., the heat is transferred from the condenser refrigerant to the condenser heat pipe set 300c. The condenser refrigerant temperature (T_COND) is lowered below T3_H = 70 ° C.

Therefore, in this example, T_COND <70 ° C is automatically controlled.

That is, according to the multi-cooling radiator of the vehicle of the present invention, by reducing the opening area for the cooling performance, the design freedom is improved, and the weight reduction and cost improvement can be achieved by preventing excessive input of the cooling specifications. In addition, since the increase in the fan specification is prevented, the charge / discharge performance of the hybrid vehicle or the like may be improved.

On the other hand, it is possible to freely set the temperature of the cooling system by adjusting the type of working fluid, the thickness of the pipe, the number of inserts of the heat pipe, there is an advantage that the temperature can be automatically controlled using the heat transfer phenomenon.

While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

100: refrigerant pipe 300: heat pipe set
500: heat dissipation core

Claims (6)

A plurality of refrigerant pipes 100 arranged parallel to each other; And
A plurality of heat pipes 320 arranged in parallel to form a heat pipe set 300, a plurality of heat pipe set 300 is provided, the heat pipe set 300 is spaced apart from the refrigerant pipe 100 It is provided at a point, but both ends of the heat pipe 320 is coupled so as to be connected to the refrigerant pipe 100, respectively located on both sides, each heat pipe set 300, the heat exchange portion different boiling point of the working fluid; Radiator for a vehicle. The method according to claim 1,
And a plurality of heat dissipation cores (500) coupled to the respective heat pipe sets (300). The method according to claim 1,
The refrigerant pipe (100) is arranged in the order of the target temperature of the refrigerant, the heat pipe set 300 is a multi-cooling radiator of a vehicle, characterized in that arranged in the order of boiling point of the working fluid. The method according to claim 1,
The refrigerant pipe (100) is a multi-cooling radiator for a vehicle, characterized in that consisting of the engine refrigerant pipe (100a), electric field refrigerant pipe (100b), condenser refrigerant pipe (100c) arranged in sequence. The method of claim 4,
The heat pipe set 300 includes an engine heat pipe set 300a, an engine refrigerant pipe 100a, and an electric field refrigerant pipe 100b, one end of which is connected to the engine refrigerant pipe 100a and the other end of which is connected to the heat dissipation core 500. A multi-cooling radiator for a vehicle comprising a full length heat pipe set (300b) to be connected, a full length refrigerant pipe (100b) and a condenser heat pipe set (300c) to connect a condenser refrigerant pipe (100c). The method according to claim 5,
The boiling point of the heat pipe set 300 working fluid is lowered in the order of the engine heat pipe set (300a), the electric field heat pipe set (300b), the condenser heat pipe set (300c), the multi-cooling radiator of the vehicle.

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