KR20210066105A - Apparatus for Double-Heat Exchanger of eco-friendly Vehicle - Google Patents

Abstract

The present invention relates to a dual heat exchanger structure for an eco-friendly vehicle. According to one embodiment of the present invention, the dual heat exchanger structure for an eco-friendly vehicle includes: a core part in which first and second cores are connected in parallel to be located; an outlet tank located on both sides of the core part; an introduction part coupled with a water pump such that coolant is introduced into the outlet tank; a partition formed to divide the outlet tank such that the coolant introduced into the outlet tank is fluidically connected with each of the first and second cores; a flow hole located on the partition, and formed such that the coolant is introduced from the second core to the first core; a plurality of discharge parts formed such that the cooled coolant is discharged from the outlet tank; and a control part formed to control the driving speed of the water pump and the flow rate of the coolant discharged through the first and second cores. Therefore, the present invention is capable of providing efficient cooling performance.

Description

Double-Heat Exchanger of eco-friendly Vehicle

The present invention relates to a double heat exchanger structure for an environment vehicle, and provides a heat exchanger including a core part in which two cores are connected in parallel, a plurality of discharge parts are formed according to cores having different coolant temperatures, and the coolant temperature to be discharged It relates to a double heat exchanger structure for an environment-friendly vehicle configured to integrally supply cooling water to a vehicle target configuration in response.

Recently, eco-friendly vehicles such as hybrid vehicles using an engine and an electric motor as driving sources and electric vehicles using an electric motor as a driving source without an internal combustion engine have been released. .

For example, an electric motor (drive motor) for driving a vehicle, an inverter, a motor controller, a high voltage junction box (HV J/BOX), a power converter (LDC, HDC), a starter generator (HSG: Hybrid Starter-Generator), and many others of high-voltage parts, etc. are mounted, and these electronic devices require cooling to prevent thermal damage and maintain durability.

In general, as a cooling method for electrical components, water cooling using cooling water is widely applied. The heat of the cooling water circulated through each electrical component is discharged to the outside through a radiator. Since the cooling requirements of electrical components are different from those of internal combustion engines, it is used for general internal combustion engines. In addition to the radiator, a separate radiator is required.

That is, in a hybrid vehicle, the cooling system of the engine and electronic components uses the coolant as a medium to discharge heat absorbed from each component to the outside through a heat exchanger called a radiator, but for cooling electrical components that have different cooling requirements than the internal combustion engine. A separate radiator is required, and therefore a high-temperature radiator for an engine and a low-temperature radiator for an electric vehicle are mounted separately.

Conventionally, cooling modules of a vehicle including a high-temperature radiator and a low-temperature radiator were arranged in the order of an air conditioner condenser, a low-temperature radiator, a high-temperature radiator, and a cooling fan. A request for size increase occurred.

The matters described as the background art above are only for improving the understanding of the background of the present invention, and should not be accepted as acknowledging that they correspond to the prior art already known to those of ordinary skill in the art.

Patent Document 1: Republic of Korea Patent Publication No. 2013-0017841

The present invention has been devised to solve the above problems, and provides a double heat exchanger structure for an environment-friendly vehicle in which coolants of different temperatures can be introduced into the vehicle's engine or electrical equipment through two cores configured in parallel with each other. There is a purpose.

An object of the present invention is to provide a double heat exchanger structure for an environment-friendly vehicle capable of controlling the distribution of coolant through valve control according to a driving mode of the vehicle.

Another object of the present invention is to provide a heat exchanger comprising one assembly including a plurality of cores.

The objects of the present invention are not limited to the objects mentioned above, and other objects of the present invention not mentioned can be understood by the following description, and can be seen more clearly by the examples of the present invention. Also, the objects of the present invention can be realized by means and combinations thereof indicated in the claims.

The double heat exchanger structure for an environment vehicle for achieving the above object of the present invention includes the following configuration.

In an embodiment of the present invention, the first core and the second core are connected in parallel to the core portion located; outlet tanks located on both sides of the core part; an inlet coupled to the water pump so that cooling water flows into the outlet tank; a partition wall configured to divide the outlet tank so that the coolant flowing into the outlet tank is fluidly connected to the first core and the second core, respectively; a flow hole located in the partition wall and configured to introduce cooling water from the second core to the first core; a plurality of discharge units configured to discharge the cooled coolant from the outlet tank; and a control unit configured to control a flow rate of the coolant discharged through the first core and the second core and a driving speed of the water pump.

In addition, the first discharge unit located in the outlet tank so that the coolant cooled from the second core flows into the engine; a second discharge unit located in the outlet tank so that the cooling water cooled from the first core flows into the intercooler; and a third discharge part located in the outlet tank so that the coolant cooled from the first core flows into the electrical equipment.

In addition, there is provided a double heat exchanger structure for an environment vehicle further comprising; a one-way door positioned adjacent to the flow hole and opened in a direction in which coolant flows from the second core to the first core.

In addition, the front end of the water pump provides a control valve configured to control the flow rate of the coolant discharged from the engine, the intercooler, and the electrical equipment; and provides a double heat exchanger structure for an environment vehicle further comprising.

In addition, the present invention provides a dual heat exchanger structure for an environment vehicle, wherein the coolant discharged from at least a portion of the engine, the intercooler, and the electrical equipment through the control valve is integrally introduced into the water pump.

In addition, the first core may further include a baffle positioned therein, wherein the coolant flow up and down in the first core proceeds in opposite directions in the width direction of the core with respect to the baffle. provide structure.

In addition, there is provided a double heat exchanger structure for an environment-friendly vehicle in which a second discharge unit is located at a lower end of the first core and a third discharge unit is located at an upper end of the first core with respect to the baffle.

In addition, the cross-sectional area of the inlet portion provides a double heat exchanger structure for an environment vehicle that is equal to or greater than the sum of the cross-sectional areas of the plurality of discharge portions.

In addition, the control unit provides a double heat exchanger structure for an environment vehicle that controls the control valve to distribute the coolant discharged from the core unit in response to the driving condition of the vehicle.

In addition, the control unit provides a double heat exchanger structure for an environment-friendly vehicle that controls the control valve so that the coolant is discharged through a first outlet and a second outlet when the driving condition of the vehicle is an engine operating mode.

In addition, when the driving condition of the vehicle is the EV operation mode, the control unit provides a double heat exchanger structure for an environment vehicle that controls the control valve to discharge the coolant through a third outlet.

In addition, when the driving condition of the vehicle is a hybrid operation mode, the control unit provides a double heat exchanger structure for an environment-friendly vehicle that controls the control valve so that the coolant is discharged through the first to third outlets.

The present invention can obtain the following effects by the configuration, combination, and use relationship described below with the present embodiment.

The present invention provides one heat exchanger including a plurality of cores configured in parallel, and has the effect of minimizing the flow path.

In addition, the present invention has the effect of providing efficient cooling performance by controlling the path through which the coolant flows in response to the driving mode of the vehicle.

1 shows a coupling diagram between the components of a dual heat exchanger structure including two cores as an embodiment of the present invention.
2 is a perspective view of a double heat exchanger structure including two cores as an embodiment of the present invention.
3 is an enlarged view of an outlet tank performing a fluid connection between two cores as an embodiment of the present invention.
4 is an embodiment of the present invention, each showing the flow relationship of two cores.
5A illustrates a control relationship of a control valve when an engine of a vehicle is driven according to an embodiment of the present invention.
5B illustrates a control relationship of a control valve when an EV is driven in a vehicle according to an embodiment of the present invention.
5C illustrates a control relationship of a control valve when a vehicle is hybrid driven according to an embodiment of the present invention.

Hereinafter, an embodiment of the present invention will be described in more detail with reference to the accompanying drawings. Embodiments of the present invention may be modified in various forms, and the scope of the present invention should not be construed as being limited to the following embodiments. This embodiment is provided to more completely explain the present invention to those of ordinary skill in the art.

In addition, terms such as "... unit", "... valve", "... hole", etc. described in the specification mean a unit that processes at least one function or operation, which is hardware or software or hardware and It can be implemented by a combination of software.

In addition, in the present specification, the names of the components are divided into the first, the second, etc., in order to distinguish the names of the components in the same relationship, and the order is not necessarily limited in the following description.

In addition, in the present specification, the term "electrical component 500" as the name of the configuration refers to the driving unit according to the EV driving mode, and includes an electric motor (drive motor), an inverter, a motor controller, and a high voltage junction box (HV J/BOX). , power converters (LDC, HDC), starter generators (HSG: Hybrid Starter-Generator), and many other high-voltage components.

In addition, as used herein, the term “core” refers to a configuration in which coolant flows along the width direction of the vehicle including a plurality of tubes, and the shape of the tube is not limited.

The present invention relates to a structure of a double heat exchanger (100) for an environment vehicle, and relates to a structure of a heat exchanger (100) in which two cores are fastened to one outlet tank (130), and cooling water discharged through the heat exchanger (100). Disclosed is a technology configured to be introduced into the engine 300 , the electronic device 500 , and the intercooler 400 .

In addition, the engine 300 , the electrical components 500 , and the intercooler 400 are circulated and the coolant discharged from the water pump 600 is joined at the front end of the bar configured to flow into the water pump 600 , the control valve 610 . Through the control, the flow rate of the coolant flowing through the engine 300 , the electrical components 500 , and the intercooler 400 may be controlled.

FIG. 1 provides a structure of a double heat exchanger 100 for an environment vehicle including two cores as an embodiment of the present invention.

The heat exchanger 100 of the vehicle is typically configured to perform cooling of the coolant through air introduced from the outside at the location of the vehicle. The heat exchanger 100 of the present invention includes a core part 200 configured to have two cores positioned in parallel, and constitutes an outlet tank 130 positioned on both sides of the core part 200 . The coolant flows into the outlet tank 130 through a reservoir located in the vehicle, and the introduced coolant flows through the partition wall 135 positioned inside the outlet tank 130 to the second core 120 and the first core 110 ). It is configured to flow in sequentially.

Moreover, the coolant flowing into the outlet tank 130 in the driving state of the vehicle is applied with a flow force through the water pump 600 positioned at the front end of the outlet tank 130 .

At the front end of the water pump 600, a conduit is configured to connect the coolant discharged from the engine 300, the electrical components 500, and the intercooler 400, and a control valve 610 located between the connected conduit and the water pump 600. includes

The control valve 610 is configured to control the flow rate of the coolant flowing into the engine 300 , the electrical components 500 and the intercooler 400 . More preferably, the control valve 610 is operated through a step motor. It is configured to rotate, so that it is possible to control the amount of opening of a conduit flowing into the water pump 600 from the engine 300 , the electrical equipment 500 , and the intercooler 400 .

The cooling water flowing to the engine 300, the electrical component 500, and the intercooler 400 through the respective conduits of the engine 300, the electrical component 500, and the intercooler 400 whose opening degree is controlled through the control valve 610 The flow rate is configured to be controlled.

The core part 200 is configured to include the first core 110 and the second core 120 , and the water pump 600 or the reservoir is provided through the outlet tank 130 located at both ends of the core part 200 . The cooling water passing through is configured to be introduced into the core part 200 .

More preferably, the outlet tank 130 is configured to include an inlet 131 to be fluidly connected from the water pump 600 , and the coolant pressurized by the rotational force of the water pump 600 is inside the outlet tank 130 . is configured to flow into

The outlet tank 130 is configured to be positioned on both sides of the core part 200 so as to integrally surround the first core 110 and the second core 120 , and a partition wall 135 positioned inside the outlet tank 130 . It is configured to be in fluid connection with the first core 110 and the second core 120, respectively.

More preferably, the partition wall 135 includes a flow hole 132 , and is configured to allow fluid movement of the coolant from the second core 120 to the first core 110 through the flow hole 132 .

In an embodiment of the present invention, the coolant pressurized by the water pump 600 is coupled to the inlet 131 positioned at one end of the outlet tank 130 so that the coolant is introduced into the second core 120 , and the inlet 131 ), the coolant flows through the second core 120 to the first core 110 along the flow hole 132 .

The second core 120 is configured to have a higher temperature than the cooling water located in the first core 110 , and the cooling water located at the lower end of the first core 110 is located at the upper end of the first core 110 . It is configured to have a higher temperature than the cooling water.

That is, in summary, the temperature of the cooling water flowing through the second core 120 , the temperature of the cooling water at the lower end of the first core 110 , and the temperature of the cooling water at the upper end of the first core 110 are sequentially configured to decrease.

One end of the second core 120 includes a first discharge unit 210 so that the coolant flows into the engine 300 . Furthermore, the cooling water is configured to flow into the intercooler 400 through the second discharge unit 220 located at the lower end of the first core 110 , and the third discharge unit located at the upper end of the first core 110 ( It is configured such that the cooling water flows into the electronic device 500 through the 230 .

The first discharge unit 210 to the third discharge unit 230 configured in this way may be configured to have different cross-sectional areas.

More preferably, the cross-sectional area of the inlet 131 is configured to be larger than the sum of the cross-sectional areas of the first to third outlets 210 to 230, so that the cooling water resistance of the inlet 131 is minimized. This is to prevent a decrease in the flow rate of the coolant discharged to the first discharge unit 210 to the third discharge unit 230 .

In addition, in order to suppress negative pressure caused by a decrease in the flow rate of the cooling water, the cross-sectional area of the inlet 131 is configured to be greater than the sum of the cross-sectional areas of the first outlet 210 to the third outlet 230 .

That is, the coolant flowing into the engine 300 having a relatively high temperature is configured to have a higher temperature than the coolant flowing into the intercooler 400 and the electrical components 500 , and the coolant flowing into the intercooler 400 is the electrical components It may be configured to have a relatively high temperature compared to the coolant introduced into the 500 .

The core may be composed of a plurality of tubes in the width direction of the vehicle, and the first core 110 may include a baffle 133 . The top and bottom are configured to flow the coolant in opposite directions.

In an embodiment of the present invention, a second discharge unit 220 is included at the lower end of the first core 110 based on the baffle 133 so that the coolant flows to the intercooler 400 , and the upper end of the first core 110 includes a second discharge unit 220 . The cooling water is configured to flow to the electronic device 500 including the third discharge unit 230 .

Moreover, the baffle 133 is configured to be positioned at one end of the core part 200 , and is configured to include a flow hole 132 at the lower end of the baffle 133 with respect to the baffle 133 . Cooling water passing through the second core 120 is introduced into the flow hole 132 and flows to the lower end of the first core 110 , to the other end of the outlet tank 130 away from one end where the flow hole 132 is located. configured to flow.

Moreover, at the upper end of the first core 110 with respect to the baffle 133 , the cooling water flows in from the other end of the outlet tank 130 and moves to the upper end of one side of the outlet tank 130 adjacent to the flow hole 132 . .

Accordingly, the upper end and the lower end of the first core 110 with respect to the baffle 133 are configured to flow in opposite directions to each other.

In an embodiment of the present invention, at least a portion is configured to further include a one-way door 134 configured to surround the entire flow hole 132 . Furthermore, the one-way door 134 is configured to be opened only in the direction in which the coolant flows from the second core 120 to the first core 110 .

As such, in the one-way door 134 configured to cover the flow hole 132 , when the cooling water pressure of the second core 120 is lower than the cooling water pressure of the first core 110 , the cooling water flows through the first core 110 . ) can be prevented from flowing back into the second core 120 .

2 shows a perspective view of the core part 200 of the present invention, each of the cores coupled in parallel relationship, and in FIG. 3, a flow hole 132 and a one-way door configured to be fluidly connected between the two cores. (134) shows an enlarged view.

FIG. 2 shows the configuration of the core part 200 in which the first core 110 and the second core 120 overlap each other. The first core 110 and the second core 120 are configured to be positioned adjacent to each other through the outlet tank 130 positioned on both sides of the core part 200 .

In an embodiment of the present invention, the second core 120 may be positioned adjacent to the inside of the vehicle and the first core 110 may be configured to face the outside of the vehicle.

Furthermore, the second core 120 and the first core 110 are configured to be fluidly connected through the flow hole 132 , and the coolant flowing into the outlet tank 130 through the water pump 600 may be connected to the second core. It is configured to flow via 120 to the first core 110 .

The inlet 131 is located in the outlet tank 130 and is configured to introduce cooling water from the water pump 600 . More preferably, the outlet tank 130 separated by the partition wall 135 includes the inlet part 131 at a position adjacent to the second core 120 , and the introduced cooling water passes through the second core 120 to the second core 120 . It is configured to flow into one core (110).

The inlet part 131 located in the outlet tank 130 is configured to be positioned at the uppermost end adjacent to the core part 200 , and is configured to be positioned on the same surface of the outlet tank 130 as the second core 120 .

The coolant introduced into the second core 120 is configured to flow into the engine 300 along the first discharge part 210 located at the lowermost end of the outlet tank 130 .

More preferably, the first discharge unit 210 is configured to be located at one end farthest from the inlet unit 131 , and is configured to be located at a position farthest from the inlet unit 131 on the plane of the second core 120 . can

It is configured to include a flow hole 132 at a position adjacent to the rear surface of the second core 120 on which the first discharge unit 210 is located, and the cooling water passing through the second core 120 may flow through the first core 110 . ) is configured to flow into Moreover, the upper end adjacent to the flow hole 132 is configured to include a baffle 133 .

The cooling water introduced into the first core 110 through the flow hole 132 is configured to flow to the other end far away from one end at which the flow hole 132 is located, and at the upper end with respect to the baffle 133 , the cooling water flows from the other end. The flow hole 132 is configured to flow to an upper portion of one end.

Furthermore, the flow hole 132 is configured to include the second discharge unit 220 at one end far from the outlet tank 130 where the flow hole 132 is located, and the flow hole 132 is located at the upper end of the outlet tank 130 where the second outlet tank 130 is located. 3 is configured to include a discharge unit (230).

Accordingly, the cooling water introduced into the flow hole 132 is discharged to the second discharge unit 220 via the lower end of the first core 110 , and the cooling water that has additionally flowed through the upper end of the first core 110 is the third It is configured to flow to the electric device 500 through the discharge unit 230 .

3 shows an enlarged view of the outlet tank 130 including the flow hole 132 .

As described above, the upper end of the outlet tank 130 in which the flow hole 132 is located includes a baffle 133 .

Furthermore, the flow hole 132 is configured to be opened in the direction from the second core 120 to the first core 110 through the one-way door 134 , and the cooling water from the second core 120 to the first core ( 110) is configured to flow.

The flow hole 132 may be located at the bottom of the baffle 133 , and the position of the baffle 133 and the position of the flow hole 132 are set values for the discharge temperature of the coolant discharged through the second and third outlets. may vary depending on

FIG. 4 illustrates the flow of coolant introduced into the first core 110 and the second core 120 according to an embodiment of the present invention.

As shown, the coolant flowing into the second core 120 through the inlet 131 positioned in the outlet tank 130 via the water pump 600 is configured to move along the width direction of the core.

That is, the coolant flowing into the second core 120 flows into one end of the outlet tank 130 , and the other end of the outlet tank 130 inside the second core 120 where a plurality of tubes are located in the width direction. is configured to move to

The cooling water moved in this way is configured to have a temperature lower than the temperature of the introduced coolant, and is configured to flow to the engine 300 through the first discharge unit 210 located at the lower end of the second core 120 .

Furthermore, the cooling water moved to the lower end of the second core 120 is configured to move to the first core 110 along the flow hole 132 .

The first core 110 includes a baffle 133 configured at an upper end adjacent to the flow hole 132 . The upper and lower ends of the outlet tank 130 are separated through the baffle 133 so that the coolant flows in different directions. configured to be

Accordingly, the coolant flowing from the second core 120 to the lower end of the baffle 133 is configured to move along the width direction of the first core 110 . More preferably, the baffle 133 is configured on one side of the outlet tank 130 positioned on both sides of the core part 200 so that the upper and lower ends of the outlet tank 130 including the baffle 133 are fluidly separated. . In addition, the outlet tank 130 is configured so that the cooling water flows without separating the upper and lower ends on the other side.

Accordingly, the cooling water flowing into the lower end of the baffle 133 is moved from one side of the outlet tank 130 to the other side, and the cooling water flows to the upper end of the outlet tank 130 located on the other side of the outlet tank including the baffle 133 ( 130) is configured to flow to the top.

That is, the cooling water flow direction at the bottom of the baffle 133 is opposite to the flow direction of the coolant at the top.

5A to 5C illustrate a method of controlling the control valve 610 according to the driving environment of the vehicle.

The control unit 700 includes the engine 300 cold start mode, the engine 300 driving mode, the EV driving mode, and the hybrid driving mode as driving conditions of the vehicle.

The control valve 610 may be configured as a three-way valve, and may set the flow rate of the incoming coolant.

Furthermore, the first outlet and the second outlet introduced into the engine 300 and the intercooler 400 may form a flow path adjacent to each other and flow into the control valve 610 . Accordingly, the flow rate of coolant flowing into the engine 300 and the intercooler 400 may be integrally controlled by the control valve 610 .

In the case of the engine 300 cold start mode, the water pump 600 is controlled so as not to circulate the coolant as a warm-up section that does not require cooling of the engine 300 .

Hereinafter, the flow path configuration of the control valve 610 according to the driving mode of the vehicle will be described.

5A illustrates the control of the control valve 610 in the engine 300 driving mode.

As shown, the control valve 610 rotated by the step motor is controlled to block the coolant flow path flowing from the electric part.

That is, the control unit 700 blocks the flow of the coolant flowing into the electrical part in a state in which the discharge end of the electrical part is blocked, and operates the control valve 610 so that the coolant flows into the intercooler 400 and/or the engine 300 . Control.

Unlike this, when the environmental vehicle is in an EV (Electronic Vehicle) driving mode as shown in FIG. 5B differently from this, the driving force of the vehicle is applied using a motor and surrounding parts, and the engine 300 is in an idle state or off state. is converted

Accordingly, the control unit 700 is configured to block the discharge end discharged from the engine 300 and the intercooler 400 by rotating the control valve 610 , and only the coolant that has passed through the electrical equipment 500 is sent to the water pump 600 . controlled to flow.

In addition, as shown in FIG. 5C , the control position of the control valve 610 according to the hybrid driving mode of the vehicle is shown.

The hybrid driving mode is a driving mode in which the engine 300 and the electrical components 500 are simultaneously driven, and the control valve 610 controls the coolant discharged from the engine 300 , the intercooler 400 , and the electrical components 500 . It is controlled by the controller 700 to flow to the water pump 600 .

Furthermore, the control unit 700 is configured to control the driving amount of the electric device 500 in consideration of the state of charge (SOC) of the vehicle in the hybrid driving mode, and control according to the driving amount of the electric device 500 . By controlling the valve 610 , it is possible to control the flow rate of the cooling water discharged through the electric device 500 .

As disclosed above, the control unit 700 can control the driving speed of the water pump 600 to control the flow rate and flow rate of the entire coolant, and furthermore, the engine 300, It is configured to control the flow rate of the coolant discharged via the intercooler 400 and the electrical equipment 500 .

Furthermore, the control unit 700 is configured to control the amount of opening of the control valve 610 in consideration of the driving condition of the vehicle and the state of charge of the battery to control the flow rate of the coolant in each configuration through which the coolant is discharged.

The above detailed description is illustrative of the present invention. In addition, the above description shows and describes preferred embodiments of the present invention, and the present invention can be used in various other combinations, modifications, and environments. That is, changes or modifications are possible within the scope of the concept of the invention disclosed herein, the scope equivalent to the described disclosure, and/or within the scope of skill or knowledge in the art. The described embodiment describes the best state for implementing the technical idea of the present invention, and various changes required in specific application fields and uses of the present invention are possible. Accordingly, the detailed description of the present invention is not intended to limit the present invention to the disclosed embodiments. Also, the appended claims should be construed to include other embodiments.

100: double heat exchanger
110: first core
120: second core
130: outlet tank
131: inlet
132: flow hole
133: baffle
134: one-way door
135: bulkhead
200: core part
210: first discharge unit
220: second discharge unit
230: third discharge unit
300: engine
400: intercooler
500: electrical equipment
600: water pump
610: control valve
700: control unit

Claims (12)

a core portion in which the first core and the second core are connected in parallel;
outlet tanks located on both sides of the core;
an inlet coupled to the water pump so that cooling water flows into the outlet tank;
a partition wall configured to divide the outlet tank so that the coolant flowing into the outlet tank is fluidly connected to the first core and the second core, respectively;
a flow hole located in the partition wall and configured to introduce cooling water from the second core to the first core;
a plurality of discharge units configured to discharge the cooled cooling water from the outlet tank; and
and a control unit configured to control a flow rate of the coolant discharged through the first core and the second core and a driving speed of the water pump.
The method of claim 1,
a first discharge part located in the outlet tank so that the coolant cooled from the second core flows into the engine;
a second discharge unit located in the outlet tank so that the cooling water cooled from the first core flows into the intercooler; and
A double heat exchanger structure for an environment vehicle comprising a; a third discharge part located in the outlet tank so that the coolant cooled from the first core flows into the electrical equipment.
The method of claim 1,
and a one-way door positioned adjacent to the flow hole and opened in a direction in which coolant flows from the second core to the first core.
The method of claim 1,
The double heat exchanger structure for an environment vehicle further comprising a control valve configured to control a flow rate of the coolant discharged from the engine, the intercooler, and the electrical equipment at the front end of the water pump.
5. The method of claim 4,
The dual heat exchanger structure for an environment-friendly vehicle is configured such that the coolant discharged from at least a portion of the engine, the intercooler, and the electrical equipment through the control valve is integrally introduced into the water pump.
The method of claim 1,
The first core further includes a baffle positioned therein;
The double heat exchanger structure for an environment vehicle is configured to flow in opposite directions in the width direction of the core part in the upper and lower cooling water of the first core based on the baffle.
7. The method of claim 6,
The double heat exchanger structure for an environment vehicle is configured such that a second discharge unit is located at a lower end of the first core and a third discharge unit is located at an upper end thereof with respect to the baffle.
The method of claim 1,
The double heat exchanger structure for an environment vehicle, wherein the cross-sectional area of the inlet is equal to or greater than the sum of the cross-sectional areas of the plurality of outlets.
3. The method of claim 2,
The control unit has a dual heat exchanger structure for an environment vehicle that controls the control valve to distribute the coolant discharged from the core unit in response to the driving condition of the vehicle.
10. The method of claim 9,
When the driving condition of the vehicle is the engine operating mode, the control unit
A double heat exchanger structure for an environment vehicle that controls the control valve so that the coolant is discharged through a first outlet and a second outlet.
10. The method of claim 9,
When the driving condition of the vehicle is the EV operation mode, the control unit
A double heat exchanger structure for an environment vehicle that controls the control valve so that the coolant is discharged through a third outlet.
10. The method of claim 9,
When the driving condition of the vehicle is a hybrid operation mode, the control unit
A double heat exchanger structure for an environment vehicle that controls the control valve so that the coolant is discharged through the first to third outlets.

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