Heat exchanger in air brake circuit

Abstract

The utility model discloses a heat exchanger in an air pressure brake circuit, and aims to provide a heat exchanger in an air pressure brake circuit, which is convenient to install, reduces the temperature of compressed air in a dryer, improves the ventilation and exhaust air volume, and saves energy consumption. The vehicle-mounted air conditioning system comprises an in-vehicle air guide cavity, an out-vehicle air guide cavity and an air compressor, a heat exchanger is arranged between the in-vehicle air guide cavity and the out-vehicle air guide cavity, and the heat exchanger comprises a plurality of air pipes which are transversely arranged and a plurality of heat dissipation plates which are longitudinally arranged. The heat exchanger further comprises cooling fans corresponding to the multiple cooling plates, an air inlet and an air outlet, the air inlet and the air outlet are connected with the two ends of the multiple air pipes, airflow among the multiple cooling plates communicates with the in-vehicle air guide cavity and the out-vehicle air guide cavity, and the output end of the air compressor is connected with the air inlet through a copper pipe A; the air outlet is connected with the input end of an external dryer through a copper pipe B; the utility model is applied to the technical field of vehicle air braking.

Description

Technical Field

[0001] The utility model relates to a heat exchanger, in particular to a heat exchanger in a pneumatic brake circuit. Background Art

[0002] At present, new energy buses equipped with pneumatic brakes need to frequently replenish air during operation, that is, the external air is pressurized and stored in the gas tank through the electric air compressor. In particular, new energy buses equipped with air suspension and pneumatic doors need to frequently stop and open the doors to pick up and drop off passengers during operation. A large amount of compressed air is needed during operation. The on-board air compressor works for a long time, and the air temperature coming out of the air compressor is relatively high, generally reaching about 90 degrees. New energy buses need to install ventilation and exhaust systems to improve the air quality in the car and the riding comfort of passengers, and the air in the brake air circuit of existing new energy buses is physically independent of the ventilation and exhaust air in the car.

[0003] The common brake air circuit structure is that the air compressor pressurizes the external air and then transmits it to the condenser through a copper tube. The condenser cools the compressed air and then transmits it to the dryer through a copper tube. Due to the combined effects of factors such as high ambient temperature, high operating frequency of the air compressor and low heat dissipation efficiency of the condenser, the temperature of the compressed air coming out of the condenser is often too high, causing the dryer to be unable to fully dry the compressed air. A large amount of water is mixed in the compressed air and enters the rear-end air circuit, causing metal parts such as the solenoid valve to rust, affecting the braking performance. When the ambient temperature is below 0°C, there will also be problems of water accumulation and ice formation in some parts of the air circuit.

[0004] In some pneumatic brake circuits, in order to reduce the amount of water entering the rear brake air circuit, the copper pipe between the air compressor and the condenser is often designed to be long enough to meet the requirement of reducing the compressed air temperature. In addition to the brake air circuit, the chassis of new energy commercial vehicles also has many high-pressure and low-pressure pipelines, and the space is relatively cramped. In addition, since the surface temperature of this section of copper pipe is relatively high when it is working, other pipelines need to maintain a safe distance from it when they are laid out, and the layout space is further compressed. At the same time, the ventilation and exhaust system of new energy buses directly draws the cold air inside the car to the outside in hot weather, and directly draws the cold air outside the car to the inside in cold weather. When the ventilation and exhaust system is working, it will increase the energy consumption of the entire vehicle.

[0005] Therefore, it is necessary to propose a new technical solution to solve the above problems. Utility Model Content

[0006] The technical problem to be solved by the utility model is to overcome the deficiencies of the prior art and provide a heat exchanger in a pneumatic brake circuit which is easy to install, reduces the temperature of compressed air in a dryer, increases the ventilation exhaust air volume, saves energy consumption, utilizes the cold air in the compartment to cool the compressed air when the compartment is cooled, and utilizes the heat in the compressed air to heat the cold air sent into the compartment when the compartment is heated.

[0007] The technical solution adopted by the utility model is: the utility model includes an in-vehicle air guide cavity, an out-vehicle air guide cavity and an air compressor, a heat exchanger is arranged between the in-vehicle air guide cavity and the out-vehicle air guide cavity, the heat exchanger includes a plurality of air pipes arranged transversely and a plurality of heat sinks arranged longitudinally, the plurality of air pipes are evenly distributed in the plurality of heat sinks, the heat exchanger also includes a heat sink fan corresponding to the plurality of heat sinks and an air inlet and an air outlet connected to both ends of the plurality of air pipes, the airflow between the plurality of heat sinks is respectively connected to the in-vehicle air guide cavity and the out-vehicle air guide cavity, the output end of the air compressor is connected to the air inlet through a copper tube A, and the air outlet is connected to the input end of an external dryer through a copper tube B.

[0008] Furthermore, the heat exchanger also includes an air inlet cavity and an air outlet cavity located at both ends of the plurality of heat dissipation plates, one end of the plurality of air pipes is connected to the air inlet cavity, and the other end of the plurality of air pipes is connected to the air outlet cavity, the air inlet is arranged on the bottom wall of the air inlet cavity, and the air outlet is arranged on the bottom wall of the air outlet cavity.

[0009] Furthermore, the heat exchanger also includes a rectangular shell, and the front and rear ends of the shell are provided with front air flow channels and rear air flow channels located at both ends of several heat dissipation plates. The cooling fan includes a bidirectional cooling fan, and the bidirectional cooling fan is arranged at the front end of the shell and corresponds to the front air flow channel.

[0010] Furthermore, a fan mounting panel is provided at the front end of the rectangular shell, a circular hole is provided in the middle position of the fan mounting panel, an upper arc plate and a lower arc plate concentric with the circular hole are provided at the upper and lower ends of the fan mounting panel, the upper end of the upper arc plate is higher than the top wall of the rectangular shell, the lower end of the lower arc plate is lower than the bottom wall of the rectangular shell, and the upper arc plate and the lower arc plate are both provided with fan mounting holes.

[0011] Furthermore, both ends of the top of the two side walls of the rectangular shell are provided with L-shaped fixing blocks, and the L-shaped fixing blocks are provided with radiator mounting holes.

[0012] Furthermore, a height F between the top of the L-shaped fixing block and the bottom of the rectangular shell is greater than a height H between the bottom wall and the top wall of the rectangular shell.

[0013] Furthermore, the air inlet and the air outlet are respectively arranged at opposite corners of the bottom wall of the rectangular shell.

[0014] Furthermore, the in-vehicle air guide cavity is a cavity connecting the heat exchanger with the inside of the vehicle, the out-vehicle air guide cavity is a cavity connecting the heat exchanger with the outside of the vehicle, and a filter is provided in the out-vehicle air guide cavity.

[0015] The beneficial effects of the utility model are as follows: compared with the prior art, the utility model reduces the temperature of the compressed air by arranging the heat exchanger in the vehicle air brake circuit, which not only further reduces the temperature of the compressed air in the dryer, but also has a simple and compact structure and occupies less space, so that the dryer can fully dry the compressed air to prevent the metal parts in the air circuit from rusting, freezing and the like. The utility model couples and controls the heat of the brake air circuit and the cabin air by adding a heat exchanger, thereby improving the intake efficiency and quality of the brake air circuit, and allowing the cabin to be ventilated and exhausted. In low temperature weather, the utility model transfers the waste heat in the brake air circuit to the interior of the cabin by ventilating the interior of the cabin, and can reduce the intake temperature of the brake air circuit. Similarly, in hot weather, the utility model exhausts the cabin, that is, forcibly discharges the air with a lower temperature in the cabin to the outside of the vehicle, and can take away the intake heat of the brake air circuit. The utility model has the advantages of saving energy consumption, convenient assembly and maintenance, and stable heat dissipation effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the structure of the utility model in the vehicle air pressure brake circuit;

[0017] Figure 2 It is a structural schematic diagram of the utility model;

[0018] Figure 3 is a schematic structural diagram of the heat exchanger;

[0019] Figure 4 is a schematic diagram of the planar structure of the heat exchanger;

[0020] Figure 5 yes Figure 4 Schematic diagram of the cross-sectional structure at AA in the middle. DETAILED DESCRIPTION

[0021] like Figures 1 to 5As shown, in this embodiment, the utility model includes an in-vehicle air guide cavity 1, an out-vehicle air guide cavity 2 and an air compressor 3, a heat exchanger 4 is arranged between the in-vehicle air guide cavity 1 and the out-vehicle air guide cavity 2, the heat exchanger 4 includes a plurality of air pipes 41 arranged transversely and a plurality of heat sinks 42 arranged longitudinally, the plurality of air pipes 41 are evenly distributed in the plurality of heat sinks 42, the heat exchanger 4 also includes a heat sink fan corresponding to the plurality of heat sinks 42 and an air inlet 43 and an air outlet 44 connected to both ends of the plurality of air pipes 41, the airflow between the plurality of heat sinks 42 is respectively connected to the in-vehicle air guide cavity 1 and the out-vehicle air guide cavity 2, the output end of the air compressor 3 is connected to the air inlet 43 through a copper tube A51, and the air outlet 44 is connected to the input end of an external dryer through a copper tube B52.

[0022] It can be seen from the above scheme that the in-vehicle air guide cavity 1 is communicated with the interior of the car, the out-vehicle air guide cavity 2 is communicated with the outside of the car, the heat exchanger 4 is located between the in-vehicle air guide cavity 1 and the out-vehicle air guide cavity 2, and a plurality of heat sinks 42 conduct the airflow to the in-vehicle air guide cavity 1 and the out-vehicle air guide cavity 2, the air compressor 3 is used to pressurize the external air and deliver it to the brake air circuit, and finally store it in the air storage cylinder on the vehicle. Due to the working characteristics of the air compressor 3, the internal pump head of the air compressor 3 will heat up, especially for the oil-free piston air compressor commonly used in new energy buses. When the air compressor is working normally, the internal temperature of the pump head will be too high. The temperature can reach above 100°C, which will cause the water in the compressed air to further vaporize. In the utility model, the output end of the air compressor 3 is connected to the air inlet 43 through the copper tube A51, so that when the air with heat passes through the several air pipes 41, the heat dissipation fan blows air between the heat dissipation plates. The several heat dissipation plates 42 are used to transfer the heat in the compressed air to the air flowing through it, and draw the air outside the car into the car in the ventilation working mode, and suck the air in the car to the outside of the car in the exhaust working mode. After the air in the several air pipes 41 is cooled, it enters the external dryer through the air outlet 44 and the copper tube B52. Therefore, compared with the prior art, the utility model sets the heat exchanger 4 in the vehicle pneumatic brake circuit to reduce the temperature of the compressed air, which not only further reduces the temperature of the compressed air in the dryer, but also has a simple and compact structure and occupies less space, so that the dryer can fully dry the compressed air to prevent the metal parts in the air path from rusting, icing and the like. When the vehicle compartment is cooled, the cold air in the vehicle compartment can be used to cool the compressed air. When the vehicle compartment is heated, the heat in the compressed air can be used to heat the cold air delivered into the vehicle compartment. The utility model has the advantages of saving energy consumption, convenient assembly and maintenance, and stable heat dissipation effect.

[0023] In this embodiment, the heat exchanger 4 also includes an air inlet cavity 45 and an air outlet cavity 46 located at both ends of the plurality of heat dissipation plates 42, one end of the plurality of air pipes 41 is connected to the air inlet cavity 45, and the other end of the plurality of air pipes 41 is connected to the air outlet cavity 46, the air inlet 43 is arranged on the bottom wall of the air inlet cavity 45, and the air outlet 44 is arranged on the bottom wall of the air outlet cavity 46.

[0024] It can be seen from the above scheme that the compressed air with heat enters the air inlet cavity 45 through the air inlet 43, and then flows into the air outlet cavity 46 through the plurality of air pipes 41, and finally flows out from the air outlet 44 of the air outlet cavity 46. It can be understood that when the compressed air flows in from one inlet, not only the speed will be reduced when flowing through the plurality of air pipes 41, but also the heat dissipation area will be increased, so that the heat of the compressed air can be fully dissipated, thereby greatly improving the heat dissipation effect of the utility model, and the water originally vaporized by the compressed air releases heat and is fully liquefied into liquid water, which is more easily adsorbed on the desiccant in the dryer, thereby reducing the water entering the rear end brake air pipe.

[0025] In this embodiment, the heat exchanger 4 also includes a rectangular shell 6, and the front and rear ends of the shell 6 are provided with a front air flow channel and a rear air flow channel located at both ends of the plurality of heat sinks 42, and the cooling fan includes a bidirectional cooling fan 7, and the bidirectional cooling fan 7 is arranged at the front end of the shell 6 and corresponds to the front air flow channel.

[0026] It can be seen from the above scheme that the plurality of air pipes 41 and the plurality of heat sinks 42 are all arranged in the rectangular shell 6, and the spaces between the plurality of heat sinks 42 are all connected with the front airflow channel and the rear airflow channel. The two-way heat dissipation fan 7 includes two modes, one is to draw the gas outside the car into the car, and the other is to draw the gas inside the car out of the car. When the car is cooled, the two-way heat dissipation fan 7 cools the compressed air with the cold air in the car. When the car is heated, the two-way heat dissipation fan 7 delivers the heat in the compressed air into the cold air in the car to heat it up. It is not only simple in structure, but also saves energy.

[0027] In this embodiment, a fan mounting panel 61 is provided at the front end of the rectangular shell 6, a circular hole 62 is provided in the middle position of the fan mounting panel 61, and an upper arc plate 63 and a lower arc plate 64 concentric with the circular hole 62 are provided at the upper and lower ends of the fan mounting panel 61, the upper end of the upper arc plate 63 is higher than the top wall of the rectangular shell 6, and the lower end of the lower arc plate 64 is lower than the bottom wall of the rectangular shell 6, and the upper arc plate 63 and the lower arc plate 64 are both provided with fan mounting holes 65.

[0028] It can be seen from the above scheme that the fan mounting panel 61 is adapted to the size of the two-way cooling fan 7, the circular hole 62 is connected to the front airflow channel and corresponds to the two-way cooling fan 7, the two-way cooling fan 7 is fixed to the fan mounting hole 65 by bolts, and the upper arc plate 63 and the lower arc plate 64 are used to ensure the structural strength of the fan mounting panel 61, so that the installation and fixation of the two-way cooling fan 7 is more stably.

[0029] In this embodiment, L-shaped fixing blocks 66 are disposed at both ends of the top of the two side walls of the rectangular housing 6 , and radiator mounting holes 67 are disposed on the L-shaped fixing blocks 66 .

[0030] It can be seen from the above solution that the heat exchanger 4 is fixed to the external frame through the L-shaped fixing block 66, and the radiator mounting hole 67 is connected to the external frame through bolts, so that the heat exchanger 4 is installed more firmly.

[0031] In this embodiment, a height F between the top end of the L-shaped fixing block 66 and the bottom of the rectangular shell 6 is greater than a height H between the bottom wall and the top wall of the rectangular shell 6 .

[0032] It can be seen from the above solution that the L-shaped fixing blocks 66 are respectively fixed on the rectangular shell 6 and are higher than the rectangular shell 6. The structural layout of the L-shaped fixing blocks 66 makes the installation of the heat exchanger 4 more convenient and quick.

[0033] In this embodiment, the air inlet 43 and the air outlet 44 are respectively arranged at the diagonal positions of the bottom wall of the rectangular housing 6 .

[0034] It can be seen from the above scheme that the air inlet 43 and the air outlet 44 are respectively arranged at the diagonals of the bottom wall of the rectangular shell 6, and the air inlet 43 is connected to the air inlet cavity 45, and the air outlet 44 is connected to the air outlet cavity 46, so that the compressed air entering the several air pipes 41 can dissipate heat more evenly.

[0035] In this embodiment, the in-vehicle air guiding cavity 1 is a cavity connecting the heat exchanger 4 with the inside of the vehicle, the out-vehicle air guiding cavity 2 is a cavity connecting the heat exchanger 4 with the outside of the vehicle, and a filter is arranged in the out-vehicle air guiding cavity 2.

[0036] It can be seen from the above scheme that a filter is arranged in the exterior air guide cavity 2 to ensure that the air entering the vehicle compartment is cleaner.

[0037] In this embodiment, the working principle of the utility model is:

[0038] When the temperature outside the car reaches about 30°C in hot weather, the air conditioner is turned on in the car, and the temperature inside the car drops to about 20°C. The driver turns on the present invention to the exhaust working mode through the operation panel, and the air coming out of the air compressor 3 reaches about 90°C. The two-way cooling fan 7 works and draws the turbid air inside the car to the outside of the car. The relatively low-temperature turbid air flows through the two-way cooling fan 7 and takes away the heat of the high-temperature compressed air flowing into the heat exchanger 4, so that the temperature of the compressed air flowing out of the heat exchanger 4 drops to about 40°C.

[0039] When in cold weather, the car temperature reaches about 5°C, the electric heater is turned on in the car, and the temperature in the car is as high as about 20°C. The driver turns on the utility model to the ventilation working mode through the operation panel, and the air coming out of the air compressor reaches about 80°C. The two-way cooling fan 7 works and sends fresh air outside the car into the car. The lower temperature outside air flows through the heat exchanger 4 and takes away the heat of the high-temperature compressed air flowing into the heat exchanger 4, so that the temperature of the compressed air flowing out of the heat exchanger 4 drops to about 30°C. At the same time, the outside air is heated to about 17°C before flowing into the interior of the car.

[0040] Although the embodiments of the present invention are described with practical solutions, they do not constitute limitations on the meaning of the present invention. For those skilled in the art, it is obvious to modify the implementation scheme and combine it with other solutions based on this description.

Claims

1. A heat exchanger in a pneumatic brake circuit, comprising an in-vehicle air guide chamber (1), an out-vehicle air guide chamber (2) and an air compressor (3), characterized in that: A heat exchanger (4) is provided between the in-vehicle air guide cavity (1) and the out-vehicle air guide cavity (2). The heat exchanger (4) comprises a plurality of air pipes (41) arranged transversely and a plurality of heat sinks (42) arranged longitudinally. The plurality of air pipes (41) are evenly distributed in the plurality of heat sinks (42). The heat exchanger (4) further comprises a heat sink fan corresponding to the plurality of heat sinks (42) and an air inlet (43) and an air outlet (44) connected to both ends of the plurality of air pipes (41). The airflow between the plurality of heat sinks (42) is respectively connected to the in-vehicle air guide cavity (1) and the out-vehicle air guide cavity (2). The output end of the air compressor (3) is connected to the air inlet (43) via a copper tube A (51), and the air outlet (44) is connected to the input end of an external dryer via a copper tube B (52).

2. The heat exchanger in the pneumatic brake circuit according to claim 1, characterized in that: The heat exchanger (4) further comprises an air inlet cavity (45) and an air outlet cavity (46) located at both ends of the plurality of heat dissipation plates (42); one end of the plurality of air pipes (41) is in communication with the air inlet cavity (45); the other end of the plurality of air pipes (41) is in communication with the air outlet cavity (46); the air inlet (43) is arranged on the bottom wall of the air inlet cavity (45); and the air outlet (44) is arranged on the bottom wall of the air outlet cavity (46).

3. The heat exchanger in the pneumatic brake circuit according to claim 1, characterized in that: The heat exchanger (4) further comprises a rectangular shell (6), the front and rear ends of the shell (6) being provided with a front airflow channel and a rear airflow channel located at both ends of the plurality of heat dissipation plates (42), and the heat dissipation fan comprises a bidirectional heat dissipation fan (7), the bidirectional heat dissipation fan (7) being arranged at the front end of the shell (6) and corresponding to the front airflow channel.

4. The heat exchanger in the pneumatic brake circuit according to claim 3, characterized in that: A fan installation panel (61) is provided at the front end of the rectangular shell (6), a circular hole (62) is provided in the middle of the fan installation panel (61), an upper circular arc plate (63) and a lower circular arc plate (64) which are concentric with the circular hole (62) are provided at the upper and lower ends of the fan installation panel (61), the upper end of the upper circular arc plate (63) is higher than the top wall of the rectangular shell (6), the lower end of the lower circular arc plate (64) is lower than the bottom wall of the rectangular shell (6), and both the upper circular arc plate (63) and the lower circular arc plate (64) are provided with fan installation holes (65).

5. The heat exchanger in the pneumatic brake circuit according to claim 3, characterized in that: L-shaped fixing blocks (66) are provided at both ends of the top of the two side walls of the rectangular shell (6), and radiator mounting holes (67) are provided on the L-shaped fixing blocks (66).

6. The heat exchanger in the pneumatic brake circuit according to claim 5, characterized in that: The height F between the top end of the L-shaped fixing block (66) and the bottom of the rectangular shell (6) is greater than the height H between the bottom wall and the top wall of the rectangular shell (6).

7. The heat exchanger in the pneumatic brake circuit according to claim 3, characterized in that: The air inlet (43) and the air outlet (44) are respectively arranged at opposite corners of the bottom wall of the rectangular shell (6).

8. The heat exchanger in the pneumatic brake circuit according to claim 1, characterized in that: The in-vehicle air guide cavity (1) is a cavity connecting the heat exchanger (4) with the interior of the vehicle, the out-vehicle air guide cavity (2) is a cavity connecting the heat exchanger (4) with the exterior of the vehicle, and a filter is provided in the out-vehicle air guide cavity (2).

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