KR20230150079A - coolant heating device having a heat sink - Google Patents

Abstract

A coolant heating device having a heat sink according to the present invention includes a lower housing 100 having an inlet 110 and an outlet 120 through which coolant is discharged; An upper housing (200) formed in the form of a concave container with an open lower side and coupled to the upper end of the lower housing (100); a heat sink 300 disposed between the lower housing 100 and the upper housing 200 and coupled to cover and block the open upper side of the lower housing 100; and a heating member 400 coupled to the upper surface of the heat sink 300, wherein the heat sink 300 is coupled to the lower housing 100 in a manner that covers and blocks the open upper side of the lower housing 100. This seals the open upper opening of the lower housing 100, and the heat sink 300 is in contact with the coolant flowing into the lower housing 100 on the lower side, and at the same time, the heat sink 300 and the upper housing are on the upper side. It is characterized in that it receives heat from the heating member 400 and transfers it to the cooling water through a structure coupled to the heating member 400 disposed in the space between (200).

Description

Coolant heating device having a heat sink}

The present invention relates to a coolant heating device having a heat sink applying a heat sink fin design to transfer heat generated from a heating element receiving electricity from an electric vehicle battery to the coolant as much as possible.

Vehicles driven by engines that use gasoline or diesel as an energy source are currently the most common type of vehicle, but the need for new energy sources for such vehicle energy sources is increasing due to various reasons such as environmental pollution problems and a decrease in oil reserves. As it is increasingly emerging, electric vehicles, hybrid cars, and fuel cell vehicles are currently in practical use. However, unlike vehicles that use conventional engines using oil as an energy source, electric vehicles, hybrid cars, and fuel cell vehicles use heating using coolant. The system is not applicable or difficult to apply. In other words, in the case of a vehicle driven by a conventional engine using oil as an energy source, a large amount of heat is generated from the engine, and a coolant circulation system is provided to cool the engine, and the heat absorbed from the engine by the coolant is used to heat the interior. It is intended to be used for.

However, because as much heat as that generated by the engine is not generated in the driving source of electric vehicles, hybrid cars, and fuel cell vehicles, there are limitations in using this conventional heating method.

Accordingly, various studies are being conducted on electric vehicles, hybrid cars, and fuel cell vehicles, such as adding a heat pump to the air conditioning system to use it as a heat source or providing a separate heat source such as an electric heater. there is.

Among these, electric heaters are currently widely used because they can more easily heat coolant without significantly affecting the air conditioning system. Electric heaters include air heaters that directly heat the air blown into the vehicle's interior, and coolant heaters (or coolant heaters) that heat the coolant.

Korean Patent Publication No. 10-2019-0024388, which proposes a coolant heating type heater, can prevent overheating of the heating element by improving the overheating detection response of the heating element, and the durability of the coolant is improved by reducing failure factors at the part where the thermal fuse is combined. The heater is turned on.

In the case of coolant heating modules for cooling water heating, various studies are being conducted to reduce the space required through modularization. For example, Republic of Korea Patent Publication No. 10-2019-0122566 discloses a coolant heating heater module in which a coolant heating heater, a pump, and a valve are integrated into a modular structure. However, even in the case of the prior art, a number of connection members such as a base bracket, a fluid pump fixing bracket, a flow path switching valve fixing bracket, and fastening bolts are required for modularization. In this way, when the coolant heating module is configured with a large number of connection members, the number of required parts increases. Therefore, the cost increases and the problem of a decrease in fuel efficiency due to an increase in weight occurs.

The present invention is a coolant heating device having a heat sink applying a fin design of a heat sink structure to transfer heat to the coolant as effectively as possible while receiving heat from a heating element that receives electricity from an electric vehicle battery and generates heat by receiving electricity through a high-voltage connector. The purpose is to provide.

The shape of the heat dissipation fin constituting the heat dissipation plate in the present invention is to have the overall shape of a water drop, and the diameter of one side is set larger than the diameter of the other side to eliminate the generation of eddy currents in the coolant hitting the heat dissipation fin to facilitate thermal transfer. .

Meanwhile, it is possible to improve the durability of the product by presenting a structure that binds the heating element, including the heat generating element and terminals, to the heat sink.

A coolant heating device having a heat sink according to the present invention for achieving the above object includes a lower housing 100 having an inlet 110 and an outlet 120 through which coolant is discharged; An upper housing (200) formed in the form of a concave container with an open lower side and coupled to the upper end of the lower housing (100); a heat sink 300 disposed between the lower housing 100 and the upper housing 200 and coupled to cover and block the open upper side of the lower housing 100; and a heating member 400 coupled to the upper surface of the heat sink 300, wherein the heat sink 300 is coupled to the lower housing 100 in a manner that covers and blocks the open upper side of the lower housing 100. This seals the open upper opening of the lower housing 100, and the heat sink 300 is in contact with the coolant flowing into the lower housing 100 on the lower side, and at the same time, the heat sink 300 and the upper housing are on the upper side. It is characterized in that it receives heat from the heating member 400 and transfers it to the cooling water through a structure coupled to the heating member 400 disposed in the space between (200).

The heat sink 300 is disposed between the lower housing 100 and the upper housing 200 and separates the space between the lower housing 100 and the upper housing 200. It includes a plurality of heat dissipation fins 320 formed on the lower surface.

The heat dissipation fin 320 has a water drop shape or a long oval shape.

The plurality of heat dissipation fins 320 each have a diameter of R1, which is one end of the heat dissipation fin 320, that is larger than the diameter of R2, which is the other end of the heat dissipation fin 320, to eliminate eddy currents in the coolant hitting the heat dissipation fins.

As described above, the coolant heating device having a heat sink according to the present invention has a heat sink fin shape designed by applying a fin design of a heat sink structure to eliminate the generation of eddy currents in the coolant channel formed in the lower housing by forming a water droplet shape or a long oval. By applying the shape, the heat supplied from the electric vehicle battery is transferred to the coolant as effectively as possible.

The shape of the heat dissipation fin constituting the heat dissipation plate in the present invention is to have the overall shape of a water drop, and the diameter of one side is set larger than the diameter of the other side to eliminate the generation of eddy currents in the coolant hitting the heat dissipation fin to facilitate thermal transfer. .

Figure 1 shows a coolant heating device having a heat sink applying a fin design of a heat sink structure according to an embodiment of the present invention.
Figure 2 shows an exploded upward perspective view of the coolant heating device.
Figure 3 shows a downward exploded perspective view of the coolant heating device.
Figure 4 shows the heat sink structure applied to the coolant heating device.
Figure 5 shows a top view of a heat sink applied to a coolant heating device.
Figure 6 shows the lower structure of the heat sink.
Figure 7 shows modeling of the inflow and outflow of coolant through the coolant heating device.

Hereinafter, embodiments of the present invention will be described in more detail with reference to the attached drawings. However, the present invention is not limited to the embodiments disclosed below and will be implemented in various different forms. These embodiments only serve to ensure that the disclosure of the present invention is complete and to convey the scope of the invention to those skilled in the art. It is provided for complete information. In the drawings, like symbols refer to like elements.

A coolant heating device according to an embodiment of the present invention includes a lower housing 100 formed in the form of a concave container with an open top and an inlet 110 through which coolant flows in and an outlet 120 through which coolant is discharged; The upper housing 200 is formed in the form of a concave container with an open lower side and is coupled to the upper end of the lower housing 100, and is disposed between the lower housing 100 and the upper housing 200 to open the lower housing 100. It includes a heat sink 300 coupled to cover and block the upper side, and a heating member 400 coupled on the top surface of the heat sink 300.

The heating member 400 is configured to supply power through a separate HV battery (not shown) with a variable range of 200 to 460V, and is connected from the HV battery to the heating member 400 with a voltage connector that is an HV cable, The anode cable extending from the voltage connector is connected to the anode of the heating member 400 via a thermal fuse. Meanwhile, the negative cable extending from the voltage connector is connected to the negative electrode of the heating member 400. That is, electricity is received from the electric vehicle battery and supplied to the PCB (not shown) placed inside the upper housing 200 through the high-voltage connector 210, and the software S/W receives signals requested from the electric vehicle passengers and the battery. Constructs a system that generates heat by applying electricity to the heating member 400.

On the anode cable extending from the high voltage connector 210, an ON/OFF switch that opens and closes the circuit by the control unit and a thermal fuse that operates depending on its temperature may be connected.

The lower housing 100 is formed in the shape of a container concave downward and can be arranged so that the open side faces upward. An inlet 110 through which coolant flows is formed on one end in the longitudinal direction and an inlet 110 through which coolant flows in is formed on one end in the longitudinal direction. An outlet 120 through which coolant is discharged may be formed on the other end. The lower housing 100 may be formed of, for example, a metal material, and may be formed of various other materials or shapes.

The upper housing 200 may be made of a plastic material, for example, and may be formed in the shape of a container concave upward and disposed so that the open side faces downward. The upper housing 200 may be coupled to the upper end of the lower housing 100. For example, the upper end of the lower housing 100 and the upper end of the upper housing 200 may be disposed and coupled to each other, and a plurality of fastening holes are formed at the upper end of the lower housing 100 and spaced apart along the circumference, and the upper housing 200 ), a through hole is formed at a position corresponding to a plurality of fastening holes, and can be coupled by a separate fastening means.

The heat sink 300 may be coupled to the lower housing 100 by covering and blocking the open upper side of the lower housing 100, and the open upper opening of the lower housing 100 may be sealed by the heat sink 300. there is. It becomes a coolant flow path through which coolant flows in the first space, which is an internal space formed by the combination of the lower housing 100 and the heat sink 300, and when coolant flows into the inlet pipe, which is the inlet portion 110, the lower housing 100 It may be configured to pass through the first space and be discharged through the outlet pipe, which is the outlet part 120.

The heat sink 300 is in contact with the coolant flowing in from the first space of the lower housing 100 on the lower side, and is a heating member disposed in the second space, which is the space between the heat sink 300 and the upper housing 200, on the upper side. It has a structure bound to (400).

Through the above structure, it functions to receive heat from the heating member 400 and transfer it to the cooling water.

Referring to FIG. 5, the heat sink 300 is disposed between the lower housing 100 and the upper housing 200, and the base plate 310 separates the space between the lower housing 100 and the upper housing 200. It includes a plurality of heat dissipation fins 320 formed on the lower surface of 310 and a heating groove 330 formed on one side of the base plate 310.

The base plate 310 has a plurality of coupling holes 312 formed along its edges to enable firm coupling between the lower housing 100 and the upper housing 200.

The plurality of heat dissipation fins 320 are intended to improve the heat dissipation structure of the heater for heating coolant for high-voltage electric vehicles, and are designed by applying a heat sink-structured fin design to transfer the heat generated from the 10kW class heating element to the coolant as much as possible. Do it as

The shape of the heat dissipation fin 320 is a water drop shape or a long oval shape to eliminate the generation of vortices in the cooling water channel formed in the first space of the lower housing 100.

Referring to FIG. 6, a feature of the shape of each heat dissipation fin 320 is that the diameter of R1, which is one end of the heat dissipation fin 320, is made larger than the diameter of R2, which is the other end of the heat dissipation fin 320, to eliminate the generation of eddy currents in the coolant hitting the heat dissipation fin. do.

The arrangement structure of the plurality of heat dissipation fins 320 on the base plate 310 is as follows.

Looking at the plurality of heat dissipation fins 320 in the first row on the left, R1 with a large diameter is arranged so that R2 with a small diameter faces upward and left so that R1 with a large diameter faces downward to the right.

Looking at the plurality of heat dissipation fins 320 in the two rows on the left, R1 with a large diameter is arranged to face upward and right, while R2 with a small diameter faces downward and to the left. Here, the bottom of each of the two left rows of heat dissipating fins is located in the space between the left one row of heat dissipating fins.

Meanwhile, looking at the plurality of heat dissipation fins 320 in the third row on the left, R1 with a large diameter is arranged so that R1 with a large diameter faces downward to the right, while R2 with a small diameter faces upward to the left. Here, the upper end of each of the three rows of heat dissipation fins on the left is located in the space between the heat dissipation fins of the two rows on the left.

That is, the small diameter R2 portion of each of the plurality of heat dissipation fins 320 arranged in each row is located in the space between the large diameter R1 of the plurality of heat dissipation fins arranged in the adjacent row.

Meanwhile, a terminal binding groove 340 is formed in the base plate 310. The terminal binding groove 340 can also serve to improve the durability of the product through a structure that utilizes the shape of a pin to assemble heat-generating objects (e.g., heat generating elements, terminals), etc. That is, it is possible to stably transfer the heat generated from the heat generating element to the base plate 310 through a structure in which the lower end of the heat generating element that generates heat during operation is inserted into the terminal binding groove 340. Let's do it.

Previously, problems arose between the heating member 400 and the heat sink 300 due to the generation of thermal resistance and low thermal efficiency due to the bonding method. Therefore, the present invention improves the heat transfer ability by directly spraying coating on the heat sink 300. It is excellent and provides a way to increase adhesion to corners and curved areas.

The heat sink 300 is selected from aluminum, which is famous for its heat dissipation material, and the heating member 400, which is a heating element, is joined on top of it. That is, for example, a printing coating method using paste or a thermal spray coating method using powder is applied.

The disadvantage of the paste-based printing coating method is that it requires a high-temperature sintering process of about 800℃, so the heat dissipation plate material is limited to SUS or ceramic. The melting temperature of aluminum is 600℃.

However, the thermal spray coating method can produce a thin and uniform heating element by spraying powder at a temperature of about 200~300℃.

The coolant heating device according to the present invention adopts a water drop shape or a long oval shape to eliminate the generation of eddy currents in the coolant water channel formed in the lower housing through a heat dissipation fin shape designed by applying a fin design of a heat sink structure, thereby heating the electric vehicle battery. The heat supplied from is transferred to the coolant as effectively as possible.

The above description is merely an illustrative explanation of the technical idea of the present invention, and various modifications and variations will be possible to those skilled in the art without departing from the essential characteristics of the present invention. Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but are for illustrative purposes, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be construed as being included in the scope of rights of the present invention.

100: lower housing
110: entrance part
120: exit part
200: upper housing
300: heat sink
310: base plate
320: Heat dissipation fin
330: Heating groove
400: Heating member

Claims (4)

A lower housing 100 having an inlet 110 and an outlet 120 through which coolant is discharged;
An upper housing (200) formed in the form of a concave container with an open lower side and coupled to the upper end of the lower housing (100);
A heat sink 300 disposed between the lower housing 100 and the upper housing 200 and coupled to cover and block the open upper side of the lower housing 100; and
It includes a heating member 400 coupled to the upper surface of the heat sink 300,
The heat sink 300 is coupled to the lower housing 100 in a manner that covers and blocks the open upper side of the lower housing 100 to seal the open upper opening of the lower housing 100,
The heat sink 300 is in contact with the coolant flowing into the lower housing 100 on the lower side and at the same time is on the heating member 400 disposed in the space between the heat sink 300 and the upper housing 200 on the upper side. Characterized in that heat is transmitted from the heating member 400 and transmitted to the cooling water through the coupled structure,
Coolant heating device.
According to claim 1,
The heat sink 300 is disposed between the lower housing 100 and the upper housing 200 and separates the space between the lower housing 100 and the upper housing 200. A coolant heating device comprising a plurality of heat dissipation fins 320 formed on the lower surface.
According to claim 2,
The heat dissipation fin 320 is a coolant heating device having a water drop shape or a long oval shape.
According to claim 2,
The plurality of heat dissipation fins 320 each have a diameter of R1, which is one end of the heat dissipation fin 320, to be larger than the diameter of R2, which is the other end of the heat dissipation fin 320, to eliminate eddy currents of the coolant hitting the heat dissipation fin. Heating device.