IMPACT RESISTANT STRUCTURAL RADIATOR TUBE

Abstract

An impact-resistant heat exchanger for a vehicle is provided with a region that does not transfer fluid but instead resists impacts from foreign objects, such as stones or debris. The heat exchanger includes first and second header tanks configured to contain a fluid to flow through the heat exchanger, as well as a tube extending between the header tanks. The tube has a fluid-transferring region fluidly coupling the first and second header tanks that is configured to transfer fluid between the first and second header tanks. The tube also has an impact-resistant region fluidly isolated from the fluid-transferring region and not fluidly coupling the first and second header tanks. The impact-resistant region has a rear edge adjacent the fluid-transferring region and an opposing leading edge.

Description

TECHNICAL FIELD

The present disclosure relates to a heat exchanger, such as a radiator, in an automotive vehicle. In particular, the heat exchanger is provided with impact-resistant structure at a leading edge of its tubes.

BACKGROUND

Heat exchangers can be used to cool or heat associated components within a vehicle. For example, radiators cool engine coolant and condensers cool HVAC fluid. Heat exchangers such as radiators and condensers are typically mounted at the front of the vehicle to take advantage of direct air flow as the vehicle is being driven. This position makes the heat exchanger vulnerable to impact from, for example road debris such as stones. A large enough impact from such road debris has the potential to damage or pierce the heat exchanger, potentially causing leakage of fluid.

SUMMARY

In one embodiment, an impact-resistant heat exchanger for a vehicle includes first and second header tanks configured to contain a fluid to flow through the heat exchanger, as well as a tube extending between the header tanks. The tube has a fluid-transferring region fluidly coupling the first and second header tanks and configured to transfer fluid between the first and second header tanks. The tube also has an impact-resistant region fluidly isolated from the fluid-transferring region and not fluidly coupling the first and second header tanks, the impact-resistant region having a rear edge adjacent the fluid-transferring region and an opposing leading edge. The impact-resistant region defines a pair of scalloped corners connecting the leading edge to the fluid-transferring region.

According to another embodiment, an impact-resistant heat exchanger for a vehicle includes an inlet header tank defining an inlet configured to receive fluid into the heat exchanger, the inlet header tank having a first plurality of vertically-stacked openings. The heat exchanger has an outlet header tank defining an outlet configured to dispense the fluid from the heat exchanger, the outlet header tank having a second plurality of vertically-stacked openings. The heat exchanger has a plurality of tubes extending between the inlet header tank and the outlet header tank. Each tube defines (1) a fluid-transferring region extending between first and second ends thereof, the first end engaging with one of the first plurality of openings, and the second end engaging with one of the second plurality of openings to fluidly couple the inlet header tank to the outlet header tank, and (2) an impact-resistant region fluidly isolated from the fluid-transferring region, wherein the impact-resistant region is not engaged with any of the first or second plurality of openings.

In yet another embodiment, an impact-resistant heat exchanger for a vehicle includes first and second header tanks configured to contain a fluid to flow through the heat exchanger, and a tube extending between the header tanks. The tube has a fluid-transferring region fluidly coupling the first and second header tanks and configured to transfer fluid between the first and second header tanks. The tube also has an impact-resistant region fluidly isolated from the fluid-transferring region and configured to not transfer fluid between the first and second header tanks, the impact-resistant region having a rear edge adjacent the fluid-transferring region and an opposing leading edge. The impact-resistant region defines a plurality of impact-resistant structures between the rear edge and the leading edge.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front plan view of a heat exchanger, such as a radiator, according to one embodiment.

FIG. 2 is a perspective cross-sectional view of a portion of the radiator of FIG. 1, according to one embodiment.

FIG. 3 is a perspective view of a portion of the radiator of FIG. 2, enlarged for further clarity, according to an embodiment.

FIG. 4 is a side perspective view of the portion of the radiator shown in FIG. 1, from another perspective (i.e., from an outer side of a core plate) according to one embodiment.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the embodiments. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.

Terms such as “leading,” “front,” “forward,” “rearward,” etc. are used in this disclosure. These terms are for giving positional context of various components relative to a vehicle in which the heat exchanger resides. For example, the leading or front edge of a component is one that is forward-most in the direction of the front of the vehicle (e.g., the vehicle grille).

In automotive vehicle settings, various heat exchangers can be used to cool or heat associated components. For example, radiators cool engine coolant, condensers cool HVAC fluid, engine oil coolers cool engine oil, etc. Other heat exchangers are known. Typically, some heat exchangers are mounted to the vehicle at a location forward of the engine. In some applications, a heat exchanger is one of the most forward components under the hood, directly behind the front grille. This location allows the heat exchanger to take advantage of incoming air to cool the fluid as the vehicle is being driven. However, this location also renders the heat exchanger prone to impact and potential damage from debris on the road, such as stones or gravel. If the vehicle is traveling fast and a piece of debris were to enter through the grille and strike the heat exchanger, damage to the heat exchanger could be severe, potentially causing a leak in fluid.

Therefore, according to various embodiments described herein, an impact-resistant structural heat exchanger is disclosed. The heat exchanger, such as a radiator, includes additional structure at its front to help absorb the force from an incoming object, such as road debris, in order to better protect the heat exchanger and prevent potential damage.

FIG. 1 shows a front view of a radiator 10 according to one embodiment. The radiator is but one type of heat exchanger that the teachings of this disclosure can be applied to, but for the sake of brevity, only a radiator is illustrated. The heat exchanger could also be a condenser, oil cooler, or other heat exchangers known to be located in front of the engine. The radiator 10 includes an inlet header tank 12, an outlet header tank 14, and a core 16 disposed between the inlet header tank 12 and the outlet header tank 14. The inlet header tank 12 defines an inlet 18 through which the coolant enters the radiator 10, and the outlet header tank 14 defines an outlet 20 through which the coolant exits the radiator 10. The core 16 includes a plurality of tubes 22 and a plurality of fins 24 which extend between the inlet header tank 12 and the outlet header tank 14. The tubes 22 fluidly connect the inlet 18 to the outlet 20. The tubes 22 and the fins 24 are arranged in parallel in an alternating pattern such that adjacent tubes 22 are connected in parallel via a fin 24.

Coolant from the engine, which may either be a liquid or gaseous phase, flows from the inlet header tank 12, through the core 16, and to the outlet header tank 14. The core 16 cools the coolant flowing through the radiator 10. More specifically, the coolant flows through the tubes 22, and the fins 24 conduct or transfer heat from the coolant flowing through the tubes 22. Heat transferred to the fins 24 is transferred to air flowing through the radiator 10. The air flowing through the radiator can be supplied naturally when the vehicle is traveling, or via a fan (not shown).

In FIGS. 2-4, various portions of the radiator 10 are shown, illustrating additional structure at the front of the radiator 10 to help absorb the force from an incoming object, such as road debris. Referring to FIG. 2, one of the tubes 22 is shown connected to an end core plate 28 which can at least partially define or be connected to the inlet header tank 12. The tube 22 has a fluid-transferring region, also referred to as an opening 30, defining a radiator coolant pathway that transfers the coolant through the radiator 10 between the header tanks 12, 14. The opening 30 is bound between a rear edge 32 and a forward edge 34 such that the fluid remains between these edges. The opening 30 fluidly couples the inlet header tank 12 with the outlet header tank 14, and the coolant travels through the opening 30 between the rear and forward edges 32, 34.

To aid in absorbing force from debris as described above, the tube 22 has an impact-resistant region 40. The impact-resistant region extends forward of the fluid-transferring region 30, and is configured to shield the fluid-transferring region 30. More particularly, the impact-resistant region 40 has a rear edge 42 and a leading edge 44. The rear edge 42 is forward of the forward edge 34 of the fluid-transferring region 30. The impact-resistant region 40 is isolated from the fluid-transferring region 30 such that the impact-resisting region 40 does not contain or transfer any of the engine coolant that transfers through the fluid-transferring region 30. The impact-resistant region 40 also includes a lower surface 46 and an upper surface 48. Each of the surfaces 46, 48 extend forwardly beyond the forward edge 34. Each of the surfaces 46, 48 also extend forwardly beyond front edges 25 of the fins 24.

As shown in FIG. 2, each tube 22 can be made of a single piece of material (e.g., aluminum) such that the fluid-transferring region 30 and the impact-resistant region 40 are unitary and formed of a single, continuous piece. The single piece of material may be bent or folded to shape. In the embodiment shown, the single piece of material has a first end 50 and a second end 52. The first end 50 may define part of the forward edge 34 of the fluid-transferring region 30. The second end 52 may define part of the impact-resisting structures 54 that are described below.

During impact with road debris such as stones, the leading edge 44, the lower surface 46, and the upper surface 48 of the impact-resistant region 40 are configured to absorb at least part of the force that results from the impact. In one embodiment, the rear edge 42, the leading edge 44, the lower surface 46, and the upper surface 48 cooperate to define a void or space 49 therebetween. In the embodiment shown in in the Figures, the impact-resistant region 40 includes a plurality of impact-resisting structures 54 located within the void or space 49. The impact-resisting structures 54 are defined by the single sheet of material that is bent to shape to form the tube 22. In the illustrated embodiment, the impact-resisting structures 54 include a series of peaks and valleys to collectively define undulations. These undulations are configured to crumple or constrict when subjected to a force from, for example, the road debris. In another embodiment, the void or space 49 is hollow and does not include the impact-resisting structures 54. In such an embodiment, the second end 52 of the single piece of material may end at a location at or near the rear edge 42 of the impact-resistant region 40. In either embodiment, the impact-resistant region 40 is configured to bend, flex, crumple, or otherwise change in shape and/or orientation such that the force from the impacting object is at least partially absorbed. And, being isolated from the fluid-transferring region 30, the impact-resistant region 40 can protect the fluid-transferring region 30 from the impact. This can reduce the chance for potential damage to the pathway of the coolant, reducing the risk of puncture of the fluid-transferring region 30 and potential leaking of coolant.

The tubes 22 designed according to the embodiments described herein allow for replacement of conventional tubes 22 in which no impact-resistant region is provided. In other words, no redesign of the header tanks 12, 14 or the end core plates 28 that attach to the tubes 22 is necessary. In practice, there would be no change in assembling the tubes 22 to the end core plates 28, and it would not be necessary to change the design of the points of attachment between the end core plates 28 and the tubes 22. FIG. 4 shows such an attachment. The end core plates 28 includes a plurality of openings 60. Each opening 60 is sized to receive a side end of the fluid-transferring region of one of the tubes 22 to fluidly couple the tube 22 to that header tank. The end core plate 28 is configured to accommodate tubes that either have or do not have the impact-resistant regions 40. This allows the tubes 22 to be a drop-in replacement of conventional tubes that do not have the impact-resistant regions 40.

The drop-in replacement nature of the tubes 22 is also beneficial for a single radiator. For example, there may be regions of the radiator 10 that are more prone to impact from road debris than others. This may be due to the location of the front grille of the vehicle, for example. In a particular embodiment, an upper portion (e.g., an upper third) of the radiator 10 may more prone to impact than a lower portion (e.g., a bottom two-thirds). In such an embodiment, the tubes in the upper portion of the radiator 10 may be provided with the impact-resistant region 40, while the tubes in the lower portion of the radiator 10 may be provided without the impact-resistant regions 40. Meanwhile, the dimensions of the openings 60 of the end core plate 28 would be identical throughout, i.e., in the regions that connect to the tubes of the upper portion of the radiator and the tubes of the lower portion in the of the radiator. In short, the tubes of the upper portion would have the impact-resistant regions 40, the tubes of the lower portion would have no impact-resistant structures, but the openings 60 of the end core plate 28 would be uniform or identical in size, as the connection between the end core plate 28 and the upper portion of tubes would be no different than the connection between the end core plate 28 and the lower portion of tubes.

To further accommodate this drop-in replacement nature of the tubes 22 having the impact-resistant region 40, the tubes 22 may be shaped with a scalloped corner or scallop 62 at its edge. The scallops 62 are curved cut-outs that make a rounded transition from the impact-resistant region 40 to the fluid-transferring region 30 at the ends of the tube 22. The scallops 62 are concave, making a 90-degree turn from the leading edge 44 of the impact-resistant region 40 to the front edge 34 of the fluid-transferring region 30. The scallops 62 can be made during manufacturing of the tubes in which, for example, the single piece of material that is ultimately formed into the tube is first cut to make rounded corners. The rounded nature of the scallops 62 allow the tube 22 to bend around the outer surface of the end core plate 28. As shown in FIGS. 3-4, a gap 64 may exist between the tube 22 and the end core plate 28. The gap 64 may be curved or rounded due to the shape of the rounded outer surface of the end core plate 28 and the shape of the tube 22 at the scallop 62.

With the scallop 62, no part of the impact-resisting region 40 is directly connected to or fit within the end core plate 28 during assembly. For example, as explained above the end core plates have openings 60 sized to receive the tubes 22. However, no portion of the impact-resisting region 40 is inserted into or connected to the openings 60. Instead, the scallop 62 transitions the front edge 34 of the fluid-transferring region 30 into the impact-resistant region 40 with a rounded or curved transition.

In one embodiment, the leading edge 44 of the tube 22 is aligned with a corresponding leading edge 65 of the end core plate 28. In other words, the leading edge 44 of the tube 22 can extend along an axis that is generally coaxial with an axis that extends along the width of the leading edge 65 of the end core plate 28. From a perspective of the side of the tube 22 and looking in the direction of the length of the tube 22, the leading edge 44 may overlap and be aligned with the leading edge 65 of the end core plate 28. And, it follows that the leading edge 44 extends forward of and beyond the leading edges 66 of the respective openings 60.

The leading edge 44 of the impact-resisting region 40 extends substantially beyond the front edges 25 of the fins 24. And, as described above, the leading edge 44 of the impact-resisting region 40 may extend to the leading edge 65 of the end core plate 28. This provides maximum area of impact resistant of the impact-resisting region 40 without extending beyond the bounds of the existing radiator 10. In other words, the tubes 22 are modified from their conventional shape in order to improve their resistance to impact without requiring a redesign of any other component in the radiator 10.

While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes can include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, to the extent any embodiments are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics, these embodiments are not outside the scope of the disclosure and can be desirable for particular applications.

Claims

1. An impact-resistant heat exchanger for a vehicle, the heat exchanger comprising:

first and second header tanks configured to contain a fluid to flow through the heat exchanger; and

a tube extending between the first and second header tanks, the tube having a fluid-transferring region fluidly coupling the first and second header tanks and configured to transfer fluid between the first and second header tanks, and an impact-resistant region fluidly isolated from the fluid-transferring region and not fluidly coupling the first and second header tanks, the impact-resistant region having a rear edge adjacent the fluid-transferring region and an opposing leading edge;

wherein the impact-resistant region defines a pair of scalloped corners connecting the leading edge to the fluid-transferring region.

2. The heat exchanger of claim 1, wherein the first header tank includes a first leading edge forwardly aligned with the leading edge of the impact-resistant region, and the second header tank includes a second leading edge forwardly aligned with the leading edge of the impact-resistant region.

3. The heat exchanger of claim 1, wherein the scalloped corners are concave relative to the impact-resistant region.

4. The heat exchanger of claim 1, wherein the scalloped corners include a first scalloped corner adjacent to but spaced from the first header tank, and a second scalloped corner adjacent to but spaced from the second header tank.

5. The heat exchanger of claim 1, wherein the scalloped corners do not contact either of the first or second header tanks.

6. The heat exchanger of claim 1, wherein the impact-resistant region includes a plurality of impact-resistant structures between the rear edge and the leading edge.

7. The heat exchanger of claim 6, wherein the impact-resistant structures include a plurality of undulations formed therein.

8. The heat exchanger of claim 6, wherein the impact-resistant region is defined by a single bent sheet of material that also defines the impact-resistant structures.

9. An impact-resistant heat exchanger for a vehicle, the heat exchanger comprising:

an inlet header tank defining an inlet configured to receive fluid into the heat exchanger, the inlet header tank having a first plurality of vertically-stacked openings;

an outlet header tank defining an outlet configured to dispense the fluid from the heat exchanger, the outlet header tank having a second plurality of vertically-stacked openings; and

a plurality of tubes extending between the inlet header tank and the outlet header tank, each tube defining:

a fluid-transferring region extending between first and second ends thereof, the first end engaging with one of the first plurality of openings, and the second end engaging with one of the second plurality of openings to fluidly couple the inlet header tank to the outlet header tank, and

an impact-resistant region fluidly isolated from the fluid-transferring region, wherein the impact-resistant region is not engaged with any of the first or second plurality of openings.

10. The heat exchanger of claim 9, wherein the fluid-transferring region and the impact-resistant region of each tube are formed as a single integral unit.

11. The heat exchanger of claim 10, wherein the fluid-transferring region and the impact-resistant region of each tube is formed from a single sheet of material.

12. The heat exchanger of claim 9, further comprising a plurality of fins extending between the inlet header tank and the outlet header tank and between two adjacent tubes, wherein the impact-resistant region extends forward relative to the fins.

13. The heat exchanger of claim 9, wherein the impact-resistant region of each tube does not contact either of the inlet header tank or the outlet header tank.

14. The heat exchanger of claim 13, wherein each impact-resistant region includes a leading edge, a rear edge, a first scalloped corner connecting the leading edge to the rear edge, and a second scalloped corner connecting the leading edge to the rear edge.

15. The heat exchanger of claim 14, wherein the first scalloped corner is adjacent to but spaced from the inlet header tank defining a first gap therebetween, and the second scalloped corner is adjacent to but spaced from the outlet header tank defining a second gap therebetween.

16. An impact-resistant heat exchanger for a vehicle, the heat exchanger comprising:

first and second header tanks configured to contain a fluid to flow through the heat exchanger; and

a tube extending between the first and second header tanks, the tube having a fluid-transferring region fluidly coupling the first and second header tanks and configured to transfer fluid between the first and second header tanks, and an impact-resistant region fluidly isolated from the fluid-transferring region and configured to not transfer fluid between the first and second header tanks, the impact-resistant region having a rear edge adjacent the fluid-transferring region and an opposing leading edge;

wherein the impact-resistant region defines a plurality of impact-resistant structures between the rear edge and the leading edge.

17. The heat exchanger of claim 16, wherein the impact-resistant structures define a plurality of stacked undulations.

18. The heat exchanger of claim 17, wherein the plurality of stacked undulations collectively extend from the rear edge and partially toward the leading edge.

19. The heat exchanger of claim 17, wherein each undulation individually extends widthwise across the impact-resistant region.

20. The heat exchanger of claim 16, wherein the impact-resistant region includes an upper surface and a lower surface, and the impact-resistant structures are contained within the upper surface and the lower surface.