JPH03271518A - Heat exchanger for vehicle - Google Patents

Abstract

PURPOSE:To effectively emit various kinds of exhaust heat to the outside by setting an integrated heat exchanger formed of a chamber for housing a condensor for air conditioning and a chamber for housing oil cooler on the way of a cooling water passage of an engine, in a device which has a plural number of units which emits exhaust head to the outside via coolant. CONSTITUTION:At a cooling water passage 2 at the outlet of a radiator 1 for cooling water of an engine, an integrated heat exchanger 3 where various heat exchangers are housed is interposed. The integrated heat exchanger 3 is provided with a chamber 9 which stores therein a condensor 5 for air conditioning, and chambers 12, 13 which stores therein an engine oil cooler 10 and an A/T oil cooler 11. The condensor 5 is always cooled by the that exchanger 3 by flowing cooling water from a radiator 1 to the chamber 9. A valve 17 is arranged at the chamber 12 of the engine oil cooler, while at the chamber 13 for A/T oil cooler, a valve 14 is arranged, and flowing of cooling water which flows into the chambers 12, 13 is controlled. The valves 17, 14 are controlled by a control unit 15 according to an engine operation condition.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a heat exchange device for a vehicle, and more particularly to a heat exchange device for a vehicle that effectively releases exhaust heat from a vehicle to the outside world.

2. Description of the Related Art As a conventional heat exchanger for a vehicle, there is, for example, one shown in FIG. 4 (see Japanese Patent Laid-Open No. 170520/1983).

In the conventional example shown in FIG. 4, engine cooling water is cooled using an air conditioner refrigerant, and a heat exchanger I03 is provided in the lower tank 102 of the radiator 101. When the switch 104 is turned on, the control unit 105 opens the solenoid valve +07 to supply the refrigerant that has passed through the evaporator 108 to the heat exchanger 103, thereby lowering the engine cooling water temperature.

Problems to be Solved by the Invention However, such conventional heat exchange devices for vehicles simply focus on the cooling water temperature and use an air-conditioning refrigerant to cool the cooling water when the cooling water temperature is high. As a result, there was a problem in that various types of exhaust heat from the vehicle could not be effectively released to the outside world.

The present invention has been made with attention to these problems, and its purpose is to provide a heat exchange device for a vehicle that can efficiently release various types of waste heat from the vehicle to the outside world. This is what we are trying to provide.

Means for Solving the Problems Therefore, the present invention provides a heat exchange system for a vehicle that has a plurality of devices that release exhaust heat generated by the vehicle to the outside world through a refrigerant or a working medium. An integrated heat exchanger was installed, consisting of a room to house the condenser and a room to house the various oil coolers, and an opening/closing means was installed to intermittent the flow of engine cooling water to the room housing the various oil coolers.

Functional air conditioning condensers are constantly exposed to engine cooling water,
Heat dissipation performance is adjusted by controlling the rotation of the compressor using an electromagnetic clutch, as in conventional systems.

The oil cooler detects the temperature of the oil, the duration of high temperature, etc., opens the opening/closing means as necessary, and allows engine cooling water to flow into the oil cooler storage chamber to cool the oil cooler.

EXAMPLES Hereinafter, the present invention will be explained based on the drawings. FIG. 1 is a diagram showing an embodiment of the present invention.

First, the configuration will be explained. An integrated heat exchanger 3 in which various heat exchangers described later are housed is interposed in the outlet side cooling water channel 2 of the radiator I for engine cooling water.

The engine cooling water flows through the integrated heat exchanger 3, then cools the engine 4, reaches the radiator 1, and releases heat to the outside air. The air conditioner includes a condenser 5 in the integrated heat exchanger 3.
2), a compressor 6, an evaporator 7, an expansion valve 8, etc. constitute a cooling cycle.

FIG. 2 shows details of the integrated heat exchanger 3. Integrated heat exchanger 3
room 9 where the condenser 5 is housed and the engine oil cooler 10. It is divided into rooms 12 and 13 in which A/T oil coolers 11 are housed. And room 9
Since cooling water is constantly flowing towards the engine 4 by the radiator 1, the condenser 5 is always in the flow of cooling water and is cooling the cooling water. Also an engine oil cooler storage room! A valve 17 is provided in the A/T oil cooler storage chamber 13, and a valve 14 is provided in the A/T oil cooler storage chamber 13.
The flow of engine cooling water flowing through the engine is controlled by opening and closing valves 17 and 14.

The control unit 15 controls the opening and closing of the valves 17 and 14.
From engine speed, intake pressure, engine lubricating oil temperature,
A/T oil temperature, engine cooling water temperature.

This is done by commands issued to the actuator 18.16 based on the outside temperature, etc., and this opening/closing causes the engine oil cooler 10. The cooling performance of the A/T oil cooler 11 is controlled.

Explain the action. First, regarding the air conditioner, the condenser 5 is constantly exposed to the engine cooling water flow of the integrated heat exchanger 3, but as is generally practiced, heat is radiated by controlling the rotation of the compressor 6 with an electromagnetic clutch (not shown). Performance is regulated and temperature controlled.

Next, the control operations of the engine oil cooler 10 and the A/T oil cooler 11 will be explained according to the flowchart of FIG. 3. Note that each step of the flow is S31.
S32. ...is displayed.

First, as control characteristic values, engine rotational speed, intake pressure, engine cooling water temperature, outside air temperature, engine lubricating oil temperature, and A/T oil temperature are input into the control unit 15 (S31).

Next, the engine lubricating oil temperature limit value m,5 and the A/T oil temperature ta+ are determined as the optimum engine lubricating oil temperature for the engine rotational speed, intake pressure, and engine cooling water temperature, which are stored in advance in the control unit 15. The optimum limit oil temperature map of the A/T oil is determined based on the limit oil temperature map, the A/T oil temperature, and the atmospheric temperature of the oil hose estimated from the outside air temperature and the engine cooling water temperature (S32).

Conventionally, an upper limit target value has been determined for engine oil. This is determined to ensure oil viscosity at high speeds and high loads and to prevent oil deterioration.

First, to ensure viscosity, conventionally the oil pan temperature was controlled to be constant. However, since the oil temperature of the piston sliding part, which is the most important lubricated part, is determined by the liner wall temperature, it is unreasonable to control the oil temperature in the oil pan to a constant value. In other words, the conventional upper limit target value, which was determined to ensure durability at maximum rotation and maximum load, had a certain margin under lower load conditions.

Therefore, in the present invention, the optimal limit oil temperature of the engine lubricating oil is stored in advance as a map in the control unit 15 with respect to the engine rotation speed, intake pressure, and engine cooling water temperature, and the engine rotation speed and intake pressure when the vehicle is actually running are stored in the control unit 15 in advance. Enter the air pressure and engine coolant, and from the map,
The corresponding limit oil temperature t1, for example at high rotation and high load,
The engine lubricating oil temperature is controlled by calculating 130° C. when the water temperature is high and 140° C. when the water temperature is low at low rotation and low load.

The limit value tat of A/T oil is determined by the durability of the oil nurse. Therefore, not only the A/T oil temperature but also the atmospheric temperature of the hose has an influence. Therefore, this atmospheric temperature is estimated from the outside air temperature and the engine cooling water temperature, and is also stored as a map to determine the limit value of the A/T oil.

Also, limit values Δtm and Δiat of the engine lubricating oil temperature and the time rate of change of the A/T oil temperature are calculated (S33
).

For example, if the oil temperature rises rapidly near the limit value, such as when pitching continues for a long time, the time rate of change in oil temperature is monitored to prevent oil temperature overshoot, and if the oil temperature exceeds a certain limit value. When , it is the limit value for cooling.

This completes the calculation of the limit value that serves as the reference for control, and the A/T oil cooler 11 is first controlled from the next startup.

First, in S34, it is determined whether the A/T oil temperature is equal to or higher than the A/T oil temperature limit value txt calculated in S32. Then, if the limit value jat or more is exceeded, the process proceeds to S35, and if not, the process proceeds to S36.

In S35, the A/T oil cooler valve 14 is opened and the engine cooling water is supplied to the A/T oil cooler storage chamber 12.
to cool the A/T oil cooler 11.

If it is not above the limit value tat, the process goes to S36, and the A/T oil temperature is tal-10°C or more, and the time change is A/T.
It is determined whether the time rate of change of the T oil temperature is greater than or equal to the limit value Δt at. If the limit value Δtat or more is exceeded, the process proceeds to S35 to open the A/T oil cooler valve 14, and if not, the process proceeds to S37.

In S37, the A/T oil cooler valve 14 is closed to stop the flow of engine cooling water.

Next, the engine oil cooler 10 is controlled from S38 onwards.

In S38, it is determined whether the engine lubricating oil temperature is equal to or greater than the engine lubricating oil temperature limit value t□, and if it is, the process proceeds to SJ9, and if not, the process proceeds to S40.

In S39, engine oil cooler valve 17
Open the engine oil cooler 10 and let the engine cooling water flow into the housing M12 of the engine oil cooler 10. 0 and go to S44.

At 540, the engine lubricating oil temperature is t.

The temperature is 10℃, and the time change is the limit value of the rate of change Δt.
It is determined whether the number is 11 or more, and if it is, the process proceeds to S39 to open the engine oil cooler valve 17, and if it is not, the process proceeds to S41.

In 541, if FL=1, proceed to S44 and PL
If not = 1, go to S42.

In S42, engine oil cooler valve 17
Close the engine, stop the flow of engine cooling water in the engine oil cooler storage chamber, and stop cooling the engine lubricating oil.
3, returns to the beginning of the control step, and repeats the control operation described above.

In S44, it is determined whether the engine lubricating oil temperature is equal to or higher than a second engine lubricating oil temperature limit value tmt2, for example 130°C, and if the engine lubricating oil temperature is above the second limit value tmt2, the process proceeds to S45 and starts counting the time, and if not, the process proceeds to S47. The process then proceeds to S49 without counting the time.

In S46, ST>1000 (count h month 00
0 or more), and if it is, proceed to S48,
If not, the process advances to S49.

In 648, engine oil cooler valve 17
Open it and let the engine cooling water flow to cool the engine oil cooler 10.

Regarding oil deterioration, the temperature in the oil pan
A problem occurs when a condition that exceeds a certain limit value (second limit value t, ri continues for a long time. Therefore, the oil pan temperature is monitored and the second limit value is exceeded even at low rotation speeds and low loads. However, when a certain predetermined time is exceeded, the engine oil cooler valve 17 is opened to cool the engine oil cooler lO.

In S49, engine oil cooler valve I7
is closed to stop cooling the oil cooler 10, and the process proceeds to S51.

In S50, PL=1 and the process goes to S52, and in S51, PL=0 and the process goes to S52, returning to the beginning of the control and repeating the control operation again.

Since the invention is configured as described in detail, according to the invention, each heat exchanger can be operated at an optimal load corresponding to the operating state, so that the amount of waste heat recovered can be increased.
Since it is controlled to the minimum level in accordance with each driving condition, the heat transfer area of the radiator to the air can be reduced and the degree of freedom in designing the front end of the vehicle can be increased.

Furthermore, by reducing the amount of heat dissipated and increasing the amount of air passing through, the temperature of the air flowing into the engine room decreases, and heat damage to components can be avoided.

Furthermore, it prevents overcooling of the oil, improves power performance by reducing friction, and prevents oil oxidation at low temperatures.

Furthermore, it is possible to standardize parts, reduce the number of parts and costs, and reduce the number of man-hours for designing an oil cooler at the development stage.

[Brief explanation of drawings]

Figure 1 is a schematic configuration diagram showing an embodiment of the present invention, Figure 2 (
a) and (b) show the integrated heat exchanger, FIG. 2(a) is a side sectional view, FIG. 2(b) is a sectional view taken along line A-A in FIG. Figure (a). (b) and (c) are flowcharts showing the control operation of the present invention, and FIG. 4 is a schematic configuration diagram showing a conventional example. l...Radiator, 2...Engine cooling waterway, 3.
... integrated heat exchanger, 4 ... engine, 5 ... condenser, 6 ... compressor, 7 ... evaporator,
8... Expansion valve, 9... Capacitor storage chamber, IO...
・Engine oil cooler! 1...A/T oil cooler, 12...A/T oil cooler storage chamber, 13...
Engine oil cooler storage chamber, 14... A/T oil cooler chamber valve, 15... Control unit, 1
6... Actuator, 17... Engine oil cooler chamber valve, 18... Actuator. Figure 3 (a) Figure 3 (b) Figure 3 (C)

Claims (1)

[Claims] (1) In a vehicle heat exchange system that has multiple devices that release exhaust heat generated by the vehicle to the outside world through a refrigerant or working medium, a room that houses an air conditioning condenser and various oil coolers are located in the middle of the engine cooling water channel. 1. A heat exchange device for a vehicle, characterized in that an integrated heat exchanger comprising a chamber for storing the various oil coolers is installed, and an opening/closing means for intermittent flow of engine cooling water is provided in the chamber for storing the various oil coolers.