KR20130096589A - Heat exchanger for hybrid electric vehicle - Google Patents

Abstract

PURPOSE: An integral heat exchange device of a hybrid vehicle is provided to have a radiator for an internal combustion engine and a radiator for electrical equipment which are integrated through a tank and to prevent the cooling water for an internal combustion engine and for electrical equipment from being mixed together by installing a partition wall in the interior space. CONSTITUTION: An integral heat exchange device of a hybrid vehicle is divided into tank units (102,106) for an internal combustion engine, and tank units (103,107) for electrical equipment by partition walls (104,108) which are installed in the interior spaces of tanks (101,105). A core unit (111) for the internal combustion engine which is arranged for cooling water to passes through between the tank units for the internal combustion engine on both sides, and a core unit (121) for the electrical equipment which is arranged for cooling water to passes through the tank units for electrical equipment on both sides are installed. A radiator (110) for the internal combustion engine which is composed of the tank units and the core units for the internal combustion engine, and a radiator (120) which is composed of the tank units and the core units for the electrical equipment have an integrally combined structure and cooling water paths which are separated from each other. [Reference numerals] (110) Radiator for an internal combustion engine; (120) Radiator for a tank unit; (210) Water pump; (220) Internal combustion engine; (230) Reservoir tank; (310) Inverter; (320) Reservoir tank; (330) Electric water pump

Description

Heat exchanger for hybrid electric vehicle

The present invention relates to a heat exchanger for a hybrid vehicle, and more particularly, to a heat exchanger for a hybrid vehicle in which a plurality of radiators are integrated into an integrated structure, thereby enabling efficient arrangement and configuration.

Recently, eco-friendly vehicles such as hybrid cars using an internal combustion engine and an electric motor as a driving source, and electric vehicles using an electric motor as a driving source without an internal combustion engine have been released. There are many electric appliances that generate heat during operation. Is installed.

For example, electric motors (driving motors) for driving vehicles, inverters, motor controllers, high voltage junction boxes (HV J / BOX), power converters (LDC, HDC), starter generators (HSGs), and many others. High-voltage components are installed, and these electrical components need cooling to prevent thermal damage and maintain durability.

Generally, water cooling using cooling water is widely used as a cooling method of electronic components. The heat of cooling water circulated through each electronic component is radiated to the outside through a radiator (hereinafter, referred to as an electric radiator). Since it is different from the internal combustion engine, a separate radiator is required in addition to the radiator for the general internal combustion engine.

That is, in a hybrid vehicle, the cooling system of an internal combustion engine and an electric appliance has a common point in which the heat absorbed from each part by cooling water as a medium is externally discharged by a heat exchanger called a radiator, but cooling of the electric appliance having a different cooling demand temperature from the internal combustion engine is performed. For this purpose, a separate radiator is required, and the radiator for internal combustion engine and the radiator for electric field are separately installed.

1 and 2 are views showing a conventional hybrid vehicle cooling module, the flow direction of the coolant in Figure 1 is indicated by the arrow.

As shown, the cooling fan assembly 11 is disposed at the rear of the vehicle body in the front-rear direction, in front of it, the radiator 12 for the internal combustion engine, and in front of it, the air conditioner capacitor 13 and the electric radiator 14 are disposed.

At this time, the air conditioner condenser 13 and the electric radiator 14 are arranged up and down, and compared to a general internal combustion engine car, since the electric radiator 14 is additionally installed, the air conditioner occupies the area occupied by the electric radiator 14. The area of the capacitor 13 (dashed line area in FIG. 2) is reduced.

As such, when the area of the capacitor 13 is reduced, the performance of the air conditioner is lowered. Therefore, in order to maintain the same air conditioner performance, it is necessary to increase the thickness of the capacitor and the capacity of the cooling fan motor.

In addition, since the electric radiator 14 is located in front of the radiator 12 for the internal combustion engine, the cooling performance of the internal combustion engine may be reduced.

Addition of a plurality of radiators in such a limited space leads to deterioration of performance and deterioration of efficiency of each radiator, and thus requires further specification for performance improvement. Therefore, efficient arrangement and configuration of radiators are required.

Accordingly, an object of the present invention is to create a heat exchanger for a hybrid vehicle in which the radiator for an internal combustion engine and the electric radiator are integrated to enable efficient arrangement and configuration without reducing the area of the capacitor.

In order to achieve the above object, the present invention, the partition is provided in the inner space of each tank disposed on both sides, the tank portion for the internal combustion engine through which the cooling water for the internal combustion engine passes, and the electric field where the cooling water for the electric field passes The core part for internal combustion engines which is divided into tanks for internal use, and the core part for internal combustion engines arrange | positioned so that a cooling water passes between the tank parts for internal combustion engines of both sides, and the electric core part which is arrange | positioned so that cooling water can pass between the electric field tank parts of both sides are provided, An internal combustion engine radiator comprising an engine tank part and a core part for an internal combustion engine, and an electric radiator consisting of the electric tank part and the electric core part are integrally combined with each other, and have an independent cooling water flow path. to provide.

In an embodiment of the present invention, two partitions are installed in the inner space of each tank, the electric radiator may be disposed between the two radiators for the internal combustion engine.

In addition, in the embodiment of the present invention, the tank may be arranged long vertically, the radiator for internal combustion engine and the radiator for the electric field may be arranged up and down.

In addition, in the embodiment of the present invention, the thickness of the electric core portion may be provided larger than the thickness of the core portion for the internal combustion engine.

In addition, in the embodiment of the present invention, the thickness of the core portion for the internal combustion engine may be provided larger than the thickness of the core portion for the electric equipment.

Accordingly, the integrated heat exchanger for a hybrid vehicle of the present invention has a structure in which a radiator for an internal combustion engine and an electric radiator are integrated through a tank, and a partition is installed in an inner space of the tank so that the coolant for the internal combustion engine and the coolant for the electric field do not mix with each other. Since the internal combustion engine and the electrical equipment can be cooled by different cooling water, the internal combustion engine and the electrical equipment having different cooling requirements can be radiated in an integrated structure.

As a result, it is possible to efficiently arrange and configure the heat exchanger in an integrated structure, and it is not necessary to reduce the capacitor area, and thus, various conventional problems due to the reduction of the capacitor area may be solved.

1 and 2 are views illustrating a conventional hybrid vehicle cooling module.
3 is a perspective view showing an integrated heat exchanger according to an embodiment of the present invention.
4 is a schematic diagram illustrating an integrated heat exchanger and a cooling circuit according to an embodiment of the present invention.
5 is a perspective view illustrating a state in which a partition wall in a radiator tank is installed in an integrated heat exchanger according to an exemplary embodiment of the present invention.
Figure 6 is a plan view showing the difference in the thickness of the radiator core portion for internal combustion engine and the electric radiator core portion in the integrated heat exchanger according to an embodiment of the present invention.
7 and 8 are perspective views showing an integrated heat exchanger according to another embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains.

Figure 3 is a perspective view showing an integrated heat exchanger according to an embodiment of the present invention, Figure 4 is a schematic diagram showing an integrated heat exchanger and a cooling circuit according to an embodiment of the present invention.

The heat exchanger 100 of the present invention may be used as a radiator for a hybrid vehicle for cooling an internal combustion engine and an electric component, and the radiator 110 and the electric radiator 120 for an internal combustion engine may be integrally formed to constitute one flat heat exchanger. Combined.

At this time, as illustrated, the radiator 110 for internal combustion engine and the electric radiator 120 may be disposed up and down, and the two radiators 110 and 120 are integrally formed through the tanks 101 and 105 on both the left and right sides. .

Each of the radiators 110 and 120 includes a tank 101 on one side into which the coolant circulated through the components along the external piping (cooling water lines) 201 and 202 as shown in FIG. 4, and the tank 101 on the one side. Has a common configuration including a core portion (111,121) flowing through the cooling water and the other side tank 105 for collecting the coolant discharged from the core portion (111,121) and discharged back to the external pipe (201,202) .

Here, the cores 111 and 121 are portions in which air is substantially exchanged between the coolant and the coolant. The cores 111 and 121 may have a general configuration including a tube through which the coolant flows and a fin installed in the tube.

However, in the present invention, one of the tanks 101 and 105 is disposed vertically long on both the left and right sides of the two radiators 100 and 120 arranged up and down, and the core part 111 of the radiator 110 for the internal combustion engine disposed up and down. ) (Hereinafter abbreviated as core part for internal combustion engine) and core part 121 (hereinafter abbreviated as electric part core part) of electric radiator 120 to enable coolant flow between two tanks 101 and 105 on the left and right sides. It is structure to connect.

At this time, the internal combustion engine core part 111 and the electrical component core part 121 are installed as separate parts so as to have a flow path structure in which internal flow paths are completely separated from each other.

In addition, as shown in FIG. 4, partitions 104 and 108 are provided in the inner spaces of the tanks 101 and 105 so as to be partitioned into two upper and lower spaces through which the coolant for the internal combustion engine and the coolant for the electric field pass, respectively.

At this time, the inlet port and the outlet port to which the external pipes 201 and 202 are connected are provided so that the cooling water can be independently entered into each of the upper and lower tank portions 102, 103, 106 and 107 partitioned by the partition walls 104 and 108.

That is, in the embodiment of FIG. 4, the tank 101 on the right side is an inflow side tank through which the coolant flows through the external pipes 201 and 202, and each tank portion 102 and 103 partitioned by the inner partition 104 is provided. Inlet ports (cooling pipes 201 and 202 connected to each other, unsigned) are respectively provided.

In addition, in the embodiment of FIG. 4, the tank 105 on the left side is a discharge side tank which is discharged to the external pipes 201 and 201 after the coolant passing through the core parts 111 and 121 is collected and partitioned by the internal partition 108. Outlet ports (parts to which the respective cooling water pipes 201 and 202 are connected, unsigned) are provided to the respective tank portions 106 and 107, respectively.

Accordingly, as shown in FIG. 4, the radiator 110 for internal combustion engine and the radiator 120 for the electric field have a structure having integral tanks 101 and 105, but internal spaces of the tanks 101 and 105 are provided in the partition walls 104 and 108. Since it is completely partitioned by it, it has an independent cooling water flow path inside, and constitutes an independent cooling circuit (cooling loop) with the external piping 201 and 202, respectively.

Hereinafter, in the present specification, the tank 101 into which the coolant flows from the left and right sides of the tanks 101 and 105 is introduced into the inflow side tank (the tank on the left side in FIG. 4), and the tank 105 through which the coolant is collected and discharged is discharged into the tank (FIG. 4 to the right), and the tank portions (top tank portion in FIG. 4) 102 and 106 through which the coolant for the internal combustion engine passes through the tanks 101 and 105, respectively. The tank parts (the lower tank part in Fig. 4) 103 and 107 will be referred to as electric tank parts.

Referring to FIG. 4, the internal combustion engine cooling system and the electric radiator cooling system have independent cooling loops (a cooling water line having a circulating path by piping), wherein the cooling water pipe 201 of the internal combustion engine cooling system is an internal combustion engine ( 220 and the mechanical water pump 210 to drive the power received by the internal combustion engine 220, the radiator 110 for the internal combustion engine is connected.

Accordingly, the coolant for the internal combustion engine includes the internal combustion engine tank unit 106, the water pump 210, the internal combustion engine 220, the internal combustion engine tank unit 102, and the core unit of the discharge side tank 105. It is circulated along the flow path of 111.

In addition, the cooling water pipe 202 of the electric cooling system is connected by the electric water pump 330 so that the coolant can be circulated in the path of the electric radiator 120 and the various electric appliances (310, 340).

In the embodiment of FIG. 4, the electric coolant for the electric field is the electric tank unit 107, the inverter 310, the reservoir tank 320, the water pump 330, the starting generator (HSG) 340 of the discharge side tank 105. ), The electric field tank 103 of the inlet-side tank 101, the core portion 121 is circulated along the flow path.

4 is circulated to the path of the electric field radiator 120, inverter 310, reservoir tank 320, water pump 330, starting generator (HSG) 340 along the coolant pipe 202 Although the cooling target component is not limited to the inverter and the starting generator, electrical components mounted in a hybrid vehicle such as an inverter, a starting generator, a power converter, a junction box, and the like may be selectively connected through the cooling water pipe 202. .

FIG. 5 is a perspective view illustrating a state in which a partition wall in a tank is installed in an integrated heat exchanger according to an embodiment of the present invention, in which an electric core part 121 is assembled to a tank 101 and an upper internal combustion engine core part. It is shown in the removed state.

As shown in the figure, a partition wall 104 for partitioning an upper internal combustion engine tank unit and a lower electric field tank unit is provided in an inner space of the tank 101 formed vertically long.

On the other hand, Figure 6 is a plan view showing the difference in the thickness of the core portion for the internal combustion engine and the electric core in the integrated heat exchanger according to an embodiment of the present invention.

As shown, in the present invention, in consideration of the heat dissipation area of each of the core parts 111 and 121, the thickness of the internal combustion engine core part 111 and the thickness of the electric core part 121 may be different. It is possible to make the thickness of the part 121 larger than the thickness of the core part 111 for internal combustion engines.

This satisfies the heat dissipation capacity of the electric core 121 when the area of the electric core 121 is smaller than that of the internal combustion engine core 111 and the thickness of the two core parts 121 and 111 is the same. In consideration of a difficult case, by increasing the thickness, the heat dissipation capacity of the core part 121 for electric equipment can be increased.

When the thicknesses of the two core parts 111 and 121 are integrated to be the same thickness, when the heat dissipation performance of the electric core part 121 does not meet the requirements, the electric core part 121 of the electric field core 121 is required to satisfy the heat dissipation performance. The thickness is relatively large, thereby increasing the heat dissipation capacity.

In this way, the radiator for internal combustion engine and the radiator for electric equipment are integrated through the tank, and a partition wall is installed in the inner space of the tank so that the coolant for internal combustion engine and the electric coolant for cooling are not mixed with each other, thereby cooling the internal combustion engine and the electronic component with other cooling water. By doing so, it becomes possible to radiate heat with a radiator of an integrated structure to the internal combustion engine and the electric component having different cooling demands.

In addition, even if the thickness of the electric core portion is relatively large, since the thickness of the tank is the same, the thickness occupied by the entire radiator (heat exchanger) is the same as in the related art, and thus, the efficient arrangement and configuration of the radiator is possible.

In particular, since it is not necessary to reduce the capacitor area, various conventional problems due to the reduction of the capacitor area can be solved.

In addition, when the area of the core part 121 for the internal combustion engine is increased while the area of the core part 111 for the internal combustion engine is reduced compared to the illustrated embodiment, when the thicknesses of the two core parts 111 and 121 are the same, the overall length is increased. The heat dissipation capacity of the core part 121 for the internal combustion engine may be satisfied, but the heat dissipation capacity of the core part 111 for the internal combustion engine may not be satisfied. In this case, the heat dissipation area of the core part 121 and the core part 111 for the internal combustion engine may be satisfied. In consideration of this, the thickness of the internal combustion engine core part 111 may be larger than the thickness of the electric core part 121.

In this way, it is necessary to design so as to satisfy the heat dissipation capacity of the internal combustion engine core portion 111 and the electric core core portion 121 by varying the thickness of the two core portions (111, 121).

And, in the heat exchanger of the present invention, the arrangement of the core part may be different according to the vehicle package and performance, and FIGS. 7 and 8 are perspective views illustrating an integrated heat exchanger according to another embodiment of the present invention.

3 and 4 show an embodiment in which the electric radiator 120 is integrally formed on the lower side, but FIG. 7 shows an embodiment in which the electric radiator 120 is integrally formed on the upper side, and FIG. 8 is for an internal combustion engine. An embodiment in which the core 111 is disposed in the middle after the core 111 is separated into upper and lower parts is shown.

In such an embodiment, the internal combustion engine radiator and the electric radiator are integrally formed through the tank, the internal space of each tank is partitioned into the internal combustion engine tank unit and the electric tank by the partition wall, and the electric core part is the core part for the internal combustion engine. Compared with the embodiment of FIGS. 3 and 4, the basic features such as a larger thickness, an internal combustion engine and an electric field have independent cooling water flow paths, and a cooling circuit are compared.

However, in the embodiment of FIG. 8, since the core parts 111 for the internal combustion engine are separated into two upper and lower parts, and the electric core part 121 is disposed in the middle, the electric core part 121 and the cooling water in each tank 101 and 105. The electric tank part to be communicated with the flow should be arranged between the upper and lower internal combustion engine tank parts.

Accordingly, two partition walls are disposed in the interior space of the tanks 101 and 105 so as to be partitioned in the middle.

That is, each of the tanks 101 and 105 is divided into three tank parts (two internal combustion engine tank parts and one electric tank part) by two internal partition walls, and communicates with the upper internal combustion engine core part 111. It is divided into the upper internal combustion engine tank portion, the middle electric tank portion communicating with the intermediate electric core 121, and the lower internal combustion engine tank portion communicating with the lower internal combustion engine core 111.

At this time, the upper internal combustion engine tank portion and the lower internal combustion engine tank portion in the inlet and discharge side tanks (101, 105) may be connected in parallel or in series with respect to the external pipe.

In this case, although not shown in the drawing, one port (cooling water inlet port or outlet port) is provided at the inlet side tank 101 for the upper internal combustion engine tank section and the lower side internal combustion engine tank section, and the discharge side tank 105 is provided. ), One port (cooling water inlet port or outlet port) is to be provided for the upper internal combustion engine tank part and the lower internal combustion engine tank part, respectively.

Here, the parallel connection means that the upper tank portion and the lower tank portion are connected in parallel with respect to the external pipe (201, 202 in FIG. 4) in the left and right tanks 101 and 105, and connected in series to the upper side. The tank part and the tank part of the lower side are connected in series to the external pipe in a state in which they are directly connected to each other through separate pipes.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims. And are also included in the scope of the present invention.

100: heat exchanger 101: tank (inlet side)
105: tank (outlet side) 102, 106: tank section for the internal combustion engine
103, 107: electric tank portion 104, 108: bulkhead
109: header 110: radiator for internal combustion engine
111: core part for an internal combustion engine 120: electric radiator
121: core parts for electric equipment 201, 202: piping
210: water pump 220: internal combustion engine
230: reservoir tank 310: inverter
320: reservoir tank 330: electric water pump
340: starting generator

Claims (5)

Bulkheads 104 and 108 are provided in the inner spaces of the tanks 101 and 105 arranged on both sides, so that the tanks 102 and 106 for internal combustion engines through which the coolant for internal combustion engines pass, and the tanks for electrical equipment through which the coolant for electrical equipment passes (103,107),
Core parts 111 for internal combustion engines disposed so that cooling water passes between the tank parts 102 and 106 for internal combustion engines on both sides, and core parts 111 for electric fields disposed so that the cooling water passes between the tank parts 103 and 107 of both sides of the internal combustion engine ( 121) is installed,
Radiator 110 for internal combustion engine, consisting of the internal combustion engine tanks 102 and 106 and core part 111 for the internal combustion engine, and electric field radiator 120 including the electrical tanks 103 and 107 and the core core 121. An integrated heat exchanger for a hybrid vehicle having an integrated structure and having independent cooling water flow paths.
The method according to claim 1,
Integral heat exchanger for a hybrid vehicle, characterized in that two partitions are installed in the inner spaces of the tanks 101 and 105 and the electric radiator 120 is disposed between the two radiators 110 for the internal combustion engine.
The method according to claim 1 or 2,
The tank (101, 105) is arranged vertically long, the internal combustion engine radiator 110 and the electric field radiator (120) is an integral heat exchanger for a hybrid vehicle, characterized in that arranged up and down.
The method according to claim 1 or 2,
The integrated heat exchanger for a hybrid vehicle, characterized in that the thickness of the electric core portion 121 is larger than the thickness of the core portion 111 for the internal combustion engine.
The method according to claim 1 or 2,
The internal heat exchanger for a hybrid vehicle, characterized in that the thickness of the core portion 111 for the internal combustion engine is larger than the thickness of the core portion 121 for the electric field.

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