OIL COOLER FOR A VEHICLE WITH A BYPASS VALVE

Abstract

Oil cooler (100) for a vehicle, with: a supply tank (101) for the inflow of working fluid; a discharge tank (103) which is spaced apart from the inflow tank (101) by a predetermined distance and has a discharge hole (104) on a side facing the inflow tank (101); a plurality of pipes (T) which connect the inlet tank (101) to the outlet tank (103) in a longitudinal direction for the flow of the working fluid; a bypass valve (110) integrally mounted on an outer side of an end section of the inlet tank (101) and connected to an inner side of the inlet tank (101) to divert working fluid flowing therein by selectively opening and closing depending on the temperature of the working fluid or to direct it into the inlet tank (103); and a drain line (107) wherein one end is attached to the discharge hole (104) and another end is attached to the bypass valve (110) to connect the drain tank (103) to the bypass valve (110) for the discharge of the working fluid in the drain tank (103) via the bypass valve (110) according to the actuation of the bypass valve (110), wherein the bypass valve (110) has: a valve housing (111) which is integrally attached to the outside of one end of the inlet tank (101) and projects from one side of the inlet tank (101); and a control unit (120) which is arranged in the valve housing (111) and controls the working fluid to flow into or bypass the inlet tank (101) by performing an expansion or contraction depending on the temperature of the inflowing working fluid, wherein the valve housing (111) has: a first inlet hole (112) formed on one side of the same, which is the opposite end of the inlet tank (101), in order to attach an inlet connection (P1) to it; a bypass hole (114) formed on a further side of the same, which is spaced apart from the first inflow hole (112) in order to attach a bypass connection (P2) to it; a second inlet hole (113) facing the first inlet hole (112) at a surface that is in contact with the inlet tank (101) and connected to the inside of the inlet tank (101); and a connecting hole (115) spaced apart from the second inlet hole (113), with a protruding part extending from one side of the inlet tank (101) so that the other end of the drain pipe (107) is connected to it, wherein the control unit (120) has: a sliding element (121) in which one end is open and a mounting hole (H) is formed at the center of a further end, wherein a first opening hole (123) is formed on a side that corresponds to the first inlet hole (112) and the bypass hole (114) in a longitudinal direction, and at least a second opening hole (125) is formed on a further side that corresponds to the second inlet hole (113) and the connecting hole (115) in the longitudinal direction, and which is slidably inserted into the valve housing (111); an end cap (127) which is attached to a mounting hole (H) formed in the valve body to insert the sliding element (121) into the mounting hole (H), to close the mounting hole (H) and to form a mounting recess (129) at the center thereof; a fastening rod (135) with one end that is attached to the fastening recess (129); a deformable element (137) that is inserted into the sliding element (121) and moves forward or backward along the fastening rod (135) by expanding or contracting depending on the temperature of the working fluid in order to selectively move the sliding element (121) forward and backward; and a first elastic element (141) which is inserted between the valve housing (111) and the sliding element (121) and is compressed or stretched to provide an elastic force when the sliding element (121) moves, wherein the sliding element (121) has at least one relief hole (143) which is spaced apart from a mounting part (122) on the other side, where the mounting part (122) is formed, and which are spaced apart from each other at a predetermined angle in a circumferential direction around the mounting part (122).

Description

TECHNICAL AREA

[0001] The present invention relates to an oil cooler for a vehicle. More specifically, the present invention relates to an oil cooler for a vehicle with a bypass valve that is integrally actuated depending on the temperature of a working fluid, in order to simplify vehicle assembly and pipe layout. BACKGROUND

[0002] An oil cooler for cooling transmission oil maintains a predetermined temperature of the transmission oil to prevent excessive temperature increases due to slippage of transmission friction components. Furthermore, the oil cooler maintains fuel consumption even if friction losses increase due to increased oil viscosity, by cooling the transmission oil excessively. Such conventional oil coolers can be classified as either air-cooled or water-cooled.

[0003] The air-cooled oil cooler features an integrated oil cooler mounted on the front of a radiator through which ambient air flows evenly. A bypass valve is installed in a pipe or line connected to the transmission and opens / closes depending on the transmission oil temperature.

[0004] The bypass valve maintains the transmission oil at a predetermined temperature, allowing the transmission oil to flow through the oil cooler via the bypass valve when its temperature exceeds the predetermined temperature. If the transmission oil temperature falls below the predetermined temperature, it cannot pass through the oil cooler and instead flows back into the transmission.

[0005] However, since the conventional oil cooler has the bypass valve connected to the transmission to open / close depending on the temperature of the transmission oil, as described above, and is installed in a line connecting the transmission and the oil cooler, a line layout is complicated due to a relatively large bypass valve in the line, thus worsening the spatial use of an engine compartment.

[0006] Furthermore, with the bypass valve used in the conventional oil cooler as described above, it is difficult to precisely install each of the component elements, excessive assembly time is required, and manufacturing costs increase because each component element must be sequentially fitted and mounted on a valve mounting hole of a valve housing.

[0007] If the transmission oil does not need to be cooled, rapid heating of the transmission oil due to diverted high-temperature transmission oil is made more difficult, as some of the low-temperature transmission oil cooled in the oil cooler flows from one gearbox into the bypass valve and then back into the gearbox.

[0008] Oil coolers for a vehicle are known in the prior art, in particular from DE 10 2005 049 512 A1, US 2005 / 0 126 517 A1, JP 2010- 7 629 A, DE 10 2013 219 953 A1 and DE 11 2009 003 644 T5.

[0009] The information disclosed above in this background section is intended only to promote an understanding of the background of the invention and may therefore contain information that is not prior art and is already known to the person skilled in the art. SUMMARY

[0010] The present invention provides an oil cooler for a vehicle, suitable for improving vehicle assembly and simplifying pipe layouts, and which improves the spatial utilization of an engine compartment by having a bypass valve that is actuated depending on the temperature of a working fluid. An oil cooler for a vehicle according to the present invention is defined by the features of claim 1.

[0011] Accordingly, an oil cooler for a vehicle has an inlet tank for the flow of a working fluid. A drain tank is spaced a predetermined distance from the inlet tank and has a discharge port on one side facing the inlet tank. A number of pipes connect the inlet tank to the drain tank for the flow of the working fluid. A bypass valve is integrally mounted on the outside of one end section of the inlet tank and connected to an inside of the inlet tank to divert ("bypass") the flowing working fluid or direct it into the inlet tank by selectively opening and closing it depending on the temperature of the working fluid.A drain line has one end attached to the discharge hole and another end attached to the bypass valve to connect the drain tank to the bypass valve for the working fluid to flow out of the drain tank via the bypass valve, according to the actuation of the bypass valve.

[0012] The bypass valve has a valve body that is integrally mounted to the outside of one end of the inlet tank and protrudes from that end. A control unit is located within the valve body and controls the flow of working fluid into or out of the inlet tank by expanding or contracting it depending on the temperature of the incoming working fluid.

[0013] The valve body has a first inlet hole located on one side opposite the inlet tank to accommodate an inlet connection. A bypass hole is located on another side, spaced apart from the first inlet hole, to accommodate a bypass connection. A second inlet hole faces the first inlet hole at a surface that is in contact with the inlet tank and connected to the interior of the inlet tank. A connecting hole is spaced apart from the second inlet hole at the portion protruding from one side of the inlet tank, allowing the other end of the outlet pipe to be connected to it.

[0014] The control unit comprises a sliding element, one end of which is open and a mounting part is formed at the center of the other end. At least one first opening hole is formed on one side, corresponding to the first inlet hole and the bypass hole along the longitudinal direction, and at least one second opening hole is formed on the other side, corresponding to the second inlet hole and the connecting hole along the longitudinal direction. This second opening hole is inserted to be slidable within the valve housing. An end cap is attached to a mounting hole formed in the valve housing to insert the sliding element into the mounting hole, thereby closing the mounting hole and forming a mounting recess or groove at its center. One end of a mounting rod is attached to the mounting recess.A deformable element is inserted into the sliding element and moves forward or backward along the mounting rod by expansion or contraction, depending on the temperature of the working fluid, to selectively move the sliding element forward and backward. A first elastic element is inserted between the valve body and the sliding element and is compressed or stretched to provide an elastic force as the sliding element moves.

[0015] The sliding element has at least one relief hole, which is spaced apart from the mounting part at the other end where the mounting part is formed, and these are spaced apart from each other at a predetermined angle along a circumferential direction around the mounting part.

[0016] The inlet tank and outlet tank may have multiple pipes between them and are secured by a side plate that connects both ends of the inlet tank to both ends of the outlet tank in a spaced-apart position. The inlet tank may be shorter than the outlet tank. The outlet pipe may be cylindrical and may be connected to the bypass valve so that its other end is in contact with one end of the inlet tank. The working fluid may be gear oil introduced by a gearbox.

[0017] The valve body has a mounting space to which the first and second inlet holes, the bypass hole and the connecting hole are connected.

[0018] The at least one first opening hole and the at least one second opening hole can be located on the upper or lower side of the sliding element. The first opening hole on the upper side has a larger area than the second opening hole on the upper side.

[0019] When the deformable element is in its initial position, the first opening hole on the upper and lower sides is connected to the first inlet hole and the bypass hole respectively, and the second opening hole formed on the upper side is located below the second inlet hole, and the second opening hole, which is positioned on the lower side, is connected to the connecting hole.

[0020] When the deformable element is deformed, the retaining rod lowers, holding the bypass and connecting ports open, and the first and second opening ports formed on the upper side communicate with the first and second inlet ports. The sliding element and the deformable element can be rigidly connected by a retaining ring located between the mounting part and the deformable part, below the deformable part. A sealing ring can prevent the working fluid flowing into the valve body from leaking out and can be located between the valve body and the end cap. The end cap can be attached to the valve body by a mounting ring that is rigidly fitted to an inner circumferential surface of a mounting hole.

[0021] The mounting ring can be firmly attached in an annular groove or recess that is formed along the inner circumferential surface of the mounting hole.

[0022] A pressure control unit can be arranged between the sliding element and the deformable element and selectively open and close the relief orifice when a differential pressure or pressure difference occurs due to the working fluid flowing in the valve body. The pressure control unit can have an opening and closing element located at the other end of the sliding element to correspond to the relief orifice. A second elastic element is inserted between the opening and closing element and the deformable element in the sliding element and exerts an elastic force on the opening and closing element.

[0023] The opening and closing element may have a projection that extends from the inner circumferential surface of the through hole towards the second elastic element.

[0024] According to an oil cooler for a vehicle according to an exemplary embodiment of the present invention, the spatial utilization of an engine compartment is improved by providing a bypass valve which is actuated depending on the temperature of working fluids.

[0025] Furthermore, by controlling the flow of the working fluid through a bypass valve, which rapidly expands or contracts depending on the temperature of the working fluid to allow the working fluid to be diverted or flowed into the oil cooler, convenient manufacturing and assembly with a simple oil cooler structure are achieved, and manufacturing costs are reduced by simplifying the component elements.

[0026] Additionally, the power required by a hydraulic pump can be reduced during the rerouting of the working fluid by increasing the flow rate. Maintenance costs are reduced, and the ease of replacement is improved because the internal components can be mounted later on a valve body, as internal parts can be replaced after a failure.

[0027] Furthermore, compared to the related technique, a flow rate can be increased by ensuring a bypass flow passage and by taking precautions to prevent the transmission oil from leaking into the transmission.

[0028] Reliability of flow control according to the temperature of the transmission oil can be ensured, and the overall fuel efficiency of a vehicle is improved by reducing friction loss in the transmission through rapid heating of the transmission oil. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a block diagram of a transmission oil cooling system in which an oil cooler for a vehicle according to an exemplary embodiment of the present invention is used. Fig. Figure 2 is a front view of the oil cooler for a vehicle according to an exemplary embodiment of the present invention. Fig. Figure 3 is a cross-sectional view along line AA in Fig. 2. Fig. Figure 4 is an enlarged view of section B of Fig. 3. Fig. Figure 5 is an exploded view showing a bypass valve of the oil cooler for a vehicle according to an exemplary embodiment of the present invention. Fig. 6A and Fig. Figure 6B shows diagrams of a step-by-step actuation state of an oil cooler bypass valve for a vehicle according to an exemplary embodiment of the present invention. Fig. 7A and Fig. Figures 7B are diagrams of a step-by-step actuation state of a pressure control unit used in a bypass valve of an oil cooler for a vehicle according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0029] An exemplary embodiment of the present invention is described below with reference to the accompanying drawings.

[0030] Since the exemplary embodiments described in the description and the configurations shown in the drawings are merely exemplary embodiments and configurations of the present inventive concept, they do not represent all the technical ideas of the present disclosure, and it is to be understood that various equivalents and modified examples are possible which may replace the exemplary embodiments.

[0031] In order to clearly describe the present invention, parts irrelevant to the description are omitted, and identical or similar component elements are designated by the same reference numerals throughout the description.

[0032] Since the size and thickness of each configuration shown in the drawings are shown randomly for the sake of simplicity of description, the present disclosure is not necessarily limited to configurations shown in the drawings, and enlarged thicknesses are shown to clearly illustrate different parts and areas.

[0033] Furthermore, the word "shows" and variations such as "points to" or "showing" are to be understood, unless explicitly stated otherwise, as indicating the presence of specified elements, but not the absence of any other elements.

[0034] Furthermore, terms such as “...unit”, “means”, “...part” and “element”, which are described in the description, refer to a unit with a comprehensive configuration with at least one function or actuation.

[0035] Fig. Figure 1 is a block diagram of a transmission oil cooling system with an oil cooler for a vehicle according to an exemplary embodiment of the present invention. Fig. Figure 2 is a front view of the oil cooler for a vehicle according to the exemplary embodiment of the present invention. Fig. Figure 3 is a cross-sectional view along line AA of Fig. 2 and Fig. Figure 4 is an enlarged view of section B of Fig. 3.

[0036] An oil cooler 100 for a vehicle according to an exemplary embodiment of the present invention is provided with a working fluid which passes through it or bypasses it, depending on the temperature of the working fluid. Therefore, the oil cooler 100 cools the working fluid by exchanging heat with outside air, as an air-cooled oil cooler.

[0037] Here, the working fluid can be a gear oil introduced by a gearbox 5.

[0038] That is, the oil cooler 100 according to the present disclosure, as in Fig. Figure 1 shows an integrally connected bypass valve 110. The oil cooler 100 is connected to the gearbox 5, which is attached to one side of an engine 3, via the bypass valve 110.

[0039] The oil cooler 100 is located in front of a cooler 7 and exchanges heat with the outside air. The bypass valve 110 allows the transmission oil to quickly bypass or flow into the oil cooler 100, depending on the temperature of the transmission oil supplied by the transmission 5.

[0040] As in Fig. 2 and Fig. As shown in Figure 3, the oil cooler 100 has an inlet tank 101, an outlet tank 103, a plurality of pipes (T), the bypass valve 110 and a drain line 107.

[0041] The transmission oil flows through the bypass valve 110 into the inlet tank 101.

[0042] According to the present disclosure, the discharge tank 103, which is spaced apart from the inflow tank 101, has a discharge hole 104 on an inner surface facing the inflow tank 101.

[0043] According to the present disclosure, the plurality of pipes T are arranged longitudinally to connect the inlet tank 101 with the outlet tank 103, so that the gear oil flows through them.

[0044] The inlet tank 101 and the outlet tank 103 can be fixed by a side plate 105, which connects both ends of the inlet tank 101 to both ends of the outlet tank 103.

[0045] The inlet tank 101 can be shorter than the outlet tank 103. Accordingly, the outlet tank 103 has a lower section that extends further downwards than a lower section of the inlet tank 103, in which the discharge opening 104 is formed.

[0046] According to the present disclosure, the bypass valve 110, which is integrally attached to an outside of the inlet tank 101, is connected to an inside of the inlet tank 101 and is selectively opened and closed to divert the transmission oil or to direct the transmission oil into the inlet tank 101.

[0047] The bypass valve 110 is described in more detail below.

[0048] The drain line 107 has one end connected to the discharge port 104 and another end connected to the bypass valve 110 to connect the drain tank 103 to the bypass valve 110, so that the transmission oil in the drain tank 103 flows out through the bypass valve 110 depending on the actuation of the bypass valve 110.

[0049] The drain line 107 has a cylindrical shape and is connected to the bypass valve 110, so that the other end of the drain line 107 is in contact with one end of the inlet tank 101.

[0050] With reference to Fig. 4 and Fig. 5 the bypass valve 110 has a valve housing 111 and a control unit 120.

[0051] According to the present disclosure, the valve housing 111 is integrally attached to an outside of one end of the inlet tank 101 and protrudes downwards at the lower section of the inlet tank 101.

[0052] The valve housing 111 can have a first inlet hole 112, which is formed on a side of the inlet tank 101 facing away from the inlet tank of the same, in which an inlet connection P1 is installed, and a bypass hole 114, which is formed below the first inlet hole 112, in which a bypass connection P2 is installed.

[0053] The valve housing 111 may further have a second inlet hole 113 on the opposite side of the first inlet hole 112 and is connected to the inside of the inlet tank 101. A connecting hole 115 is formed below the second inlet hole 112 at one end of the inlet tank 101, so that the other end of the discharge line 107 is connected to it.

[0054] The inlet port P1 of the valve housing 111 is located at the first inlet hole 112, which is formed in an upper section of the valve housing 111.

[0055] The bypass hole 114 is formed in a lower section of the valve housing 111. Additionally, the bypass port P2 is located at the bypass hole 114, which corresponds to the drain line 107 in order to connect to the gearbox 5.

[0056] The valve housing 111 can have a mounting space S within it. The mounting space S is connected to the first and second inlet holes 112 and 113, the bypass hole 114 and the connecting hole 115, so that the transmission oil flows into and is discharged from the transmission 5 or the inlet tank 101.

[0057] According to the present disclosure, the first inlet hole 112 can face the second inlet hole 113 on opposite sides of the upper section of the valve housing 111, and the bypass hole 114 can face the connecting hole 115 on opposite sides of a lower section of the valve housing 111.

[0058] The control unit 120 is installed in the mounting space S of the valve housing 111 to direct the transmission oil into or bypass the supply tank 101 by performing an expansion or contraction, depending on the temperature of the transmission oil being introduced by the transmission 5.

[0059] The control unit 120 controls the flow of the transmission oil by selectively creating a connection between the first inlet hole 112 and the second inlet hole 113 or the bypass hole 114 by selectively closing the connecting hole 115.

[0060] The control unit 120 has a sliding element 121, an end cap 127, a fastening rod 135, a deformable element 137 and a first elastic element 141.

[0061] The sliding element 121 has an open end, and a mounting part 122 projecting towards an upper side is formed at a central section of the control unit 120.

[0062] At least one first opening hole 123 is formed on one side of the sliding element 121, which corresponds in a longitudinal direction to the first inflow hole 112 and the bypass hole 114.

[0063] Furthermore, the sliding element 121 has at least a second opening hole 125 on another side, which corresponds longitudinally to the second inlet hole 113 and the inlet connection P1.

[0064] The sliding element 121 is arranged in the mounting space (S) of the valve housing 110 in a slidable manner.

[0065] The sliding element 121 can have a cylindrical shape, in which one upwardly facing end is open and another end, with the exception of the mounting part 122, is closed.

[0066] Here, both the first opening hole 123 and the second opening hole 125 can be formed on an upper or lower side of the sliding element 121, respectively, in order to be spaced apart from each other. The upper first opening hole 123 can be larger than the upper second opening hole 125.

[0067] According to the present disclosure, the end cap 127 is connected to a mounting hole H of the valve housing 111, and a fastening recess or fastening groove 129 is formed at the center of the end cap 127.

[0068] The end cap 127 seals the mounting space S of the valve housing 111, with the exception of the first and second inlet holes 112 and 113, the bypass hole 114 and the connecting hole 115, at the mounting hole H, in order to prevent the transmission oil from leaking from the mounting hole H.

[0069] The end cap 127 can be fixed to the valve housing 110 by a mounting ring 131, which is firmly attached to an inner circumferential surface of the open end of the valve housing 111.

[0070] The mounting ring 131 can be firmly attached by means of an annular groove 118 which is formed along the circumference of the inner circumferential surface of the open end of the valve housing 111.

[0071] That is, one end of the end cap 127 is supported by the mounting ring 131 installed in the annular groove 118, while the other end of the end cap 127 is inserted into the mounting hole H of the valve housing 110, and therefore the end cap 127 is firmly attached to the valve housing 111.

[0072] The oil cooler 100 according to the present disclosure further comprises a sealing ring 133 which prevents the transmission oil flowing into the valve housing 110 from leaking outside the valve housing 110, and which is installed between the inlet of the valve housing 110 and the end cap 127.

[0073] This means that the sealing ring 133 seals between an outer circumferential surface of the end cap 127 and the mounting hole H to prevent the transmission oil from leaking outwards.

[0074] According to the present disclosure, the fastening rod 135 has a circular rod shape and is attached to the fastening recess 129 of the end cap 127.

[0075] The deformable element 137 is inserted into the mounting part 122 of the sliding element 121, and a bottom section of the deformable element 137 is inserted into one end of the fastening rod 135.

[0076] An expansion or contraction is carried out therein by such a deformable element 137 depending on a temperature change of the gear oil, and the position of the same varies an up and down movement of the fastening rod 135 in order to selectively move the sliding element 121 forwards and backwards.

[0077] The sliding element 121 can be attached to the deformable element 137 by a fastening ring 139, which is located between the mounting part 122 and the deformable element 137 below the deformable element 137, which is inserted into the mounting part 122.

[0078] According to the present disclosure, the deformable element 137 can comprise a wax material on which a contraction and expansion is carried out depending on the temperature of the gear oil.

[0079] The wax material is a material whose volume expands or contracts depending on the temperature; that is, its volume expands when the temperature increases, and its volume contracts when the temperature decreases, and it returns to its original volume.

[0080] The deformable element 137 contains the wax material, and when the volume deformation of the wax material occurs due to a temperature change, the deformable element 137 moves forward or backward on the fastening rod 135, while an outer shape of the same is not deformed.

[0081] When the gear oil flows through the first inlet port 111 to the deformable element 137 at a temperature higher than the predetermined temperature, the deformable element 137, as its volume increases or expands, moves the sliding element 121 forward as it rises on the mounting rod 135 from an initial position attached to the mounting rod 135.

[0082] If the transmission oil flows at a lower than predetermined temperature in a state of volume expansion, the deformable element 137 on the mounting rod 135 moves backward as the volume contracts, returning the sliding element 121 to its original position.

[0083] If the transmission oil flows to the deformable element 137 at a lower than predetermined temperature in the original state of attachment to the mounting rod 135, the position does not vary, since expansion or contraction does not occur.

[0084] The first elastic element 141 is inserted between the sliding element 121 in the valve housing 111, and when it increases or decreases depending on the expansion or contraction of the deformable element 137, the first elastic element 141 is compressed or pressed to provide an elastic force on the sliding element 121.

[0085] The first elastic element 141 can be a coil spring, which has one end supported on an inside of the closed one end of the valve housing 111 and another supported on the inside of the other end of the sliding element 121.

[0086] Furthermore, the valve housing 111 has a support recess 119 to which the first elastic element 141 is attached in a supported state to the valve housing 111, and one end of the first elastic element 141 is stably supported by the support recess 119.

[0087] The operation of the bypass valve 110 is described below with reference to Fig. 6A and Fig. 6B described.

[0088] Fig. 6A and Fig. Figure 6B shows diagrams of a step-by-step actuation state of the bypass valve of an oil cooler for a vehicle according to an exemplary embodiment of the present invention.

[0089] With reference to Fig. 6A, the sliding element 121 remains in its original assembly state when the gear oil flowing through the inlet port P1 is below the predetermined temperature, because the deformable element 137 is not deformed.

[0090] Here, the first opening hole 123 of the sliding element 121 is positioned in the first inlet hole 112 and the bypass hole 114, thereby opening the first inlet hole 112 and the bypass hole 114.

[0091] Among the second opening holes 125, the second opening hole 125, which is positioned above, maintains the closed state of the second inlet hole 113 in the state in which it is positioned below the second inlet hole 113, and the second opening hole 125, which is positioned below, is positioned at the connecting hole 115 to keep the drain line 107 in an open state.

[0092] Accordingly, the transmission oil flowing from the transmission 5 into the first inlet hole 112 flows back into the transmission 5 through the bypass hole 114, with the second inlet hole 113 maintaining the closed state.

[0093] The bypass valve 110 is able to quickly heat the gearbox 5 by allowing the gearbox oil, below the predetermined temperature, to be redirected from the gearbox 5 through the bypass hole 114 back to the gearbox 5 without being cooled by the inlet tank 101 when the gearbox oil is below the predetermined temperature.

[0094] The transmission oil is cooled in the drain tank 103 and flows in through the open connecting hole 115, but since the transmission oil does not flow into the inlet tank 101 through the closed second inlet hole 113, only a small amount of transmission oil flows through the second inlet hole 113 and into the transmission 5, together with the transmission oil diverted through the bypass hole 114.

[0095] This means that the small amount of cooled gear oil flowing through the connecting hole 115 does not affect the temperature of the diverted gear oil, and since the uncooled gear oil is continuously diverted and flows into the gearbox 5, the warming up of the gearbox 5 can be carried out more quickly.

[0096] With the oil cooler 100 according to an exemplary embodiment of the present invention, it is therefore possible to improve the overall fuel efficiency of the vehicle by reducing friction loss in the transmission 5, since the transmission 5 can be warmed up faster by the aforementioned actuation of the bypass valve 110.

[0097] On the other hand, the sliding element 121 moves, with reference to Fig. 6B, forward (upwards in the drawings) in the assembly space (S) of the connector housing 111, when the deformable element 137 expands and deforms when the temperature of the gear oil flowing through the first feed hole 112 is the same as or higher than the predetermined temperature.

[0098] The sliding element 121 moves forward in the valve housing 111, so that the bypass hole 114 and the connecting hole 115 are kept in the open state.

[0099] The first and second opening holes 123 and 125, which are positioned at the top, are each positioned in the first inflow hole 112 and the second inflow hole 113, and the first and second inflow holes 112 and 113 are held in the open state.

[0100] The gear oil, which flows through the inlet port P1 into the first inlet hole 112 and has a temperature that is the same as or higher than the predetermined temperature, flows through the second inlet hole 113 into the inlet tank 101.

[0101] The gear oil flowing into the inlet tank 101 flows into the outlet tank 103 through each of the pipes (T) to be cooled by heat exchange with outside air.

[0102] The cooled transmission oil is discharged through the discharge port 104 of the drain tank 103. The transmission oil that has flowed out of the drain tank 103 then flows from the drain line 107 through the connecting port 115 into the valve housing 101 and then from the valve housing 101 through the bypass port 114 into the transmission 5.

[0103] Accordingly, the transmission oil cooled in the oil cooler 100 flows into the transmission 5, which is overheated due to a temperature increase of the transmission oil, in order to cool the transmission 5.

[0104] When the sliding element 121, which is moved forward by the deformable element 137, moves along the fastening rod 135, the first elastic element 141 is in a state in which it is compressed between the valve housing 110 and the sliding element 121.

[0105] When the temperature of the gear oil flowing through the first inlet hole 112 falls below the predetermined temperature, the deformable element 137 moves the fastening rod 135 backwards as it retracts from the expanded state to the original state.

[0106] The sliding element 121 sinks back to its original position more quickly in the compressed state due to the elastic force of the first elastic element 141, as shown in Fig. 6B is shown as the original assembly state, thereby closing the open second inlet hole 113.

[0107] The oil cooler 100 can be controlled by the flow of the transmission oil through the aforementioned actuation of the bypass valve 110, depending on the temperature of the incoming transmission oil introduced by the transmission 5.

[0108] According to the present disclosure, the sliding element 121 has at least one relief hole 143 which is spaced apart from the mounting part 122.

[0109] The at least one relief hole 143 can be spaced apart from each other at a predetermined angle in a circumferential direction around the mounting part 123. According to the present disclosure, four relief holes 143 are spaced apart from each other around the mounting part 123 at an angle of 90°.

[0110] According to the present disclosure, the four relief holes 143, which are spaced apart from each other in the circumferential direction around the mounting part 122 at an angle of 90°, are described as an exemplary embodiment, but the present invention is not limited thereto, and the size, number, and positions of the relief holes 143 can be modified and used.

[0111] According to the present disclosure, a pressure control unit 150 can be provided between the sliding element 121 and the deformable element 137. The pressure control unit 150 selectively opens and closes the pressure relief hole 143 to control the internal pressure of the valve housing 111 when a pressure differential occurs due to the cooled transmission oil flowing from the oil cooler 9 into the valve housing 111.

[0112] The pressure control unit 150 has an opening and closing element 151, which is arranged in the other end of the sliding element 121 to rise and fall in accordance with the relief hole 143. A second elastic element 155 is arranged between the opening and closing element 151 and the deformable element 137 in the sliding element 121 and transmits the elastic force to the opening and closing element 151.

[0113] The opening and closing element 151 has a disc shape with a through hole 152 at a center to correspond to the mounting part 122, and can be attached to the inside of the other end of the sliding element 121 in the state in which it is inserted through the through hole 152 into the mounting part 122.

[0114] Furthermore, the opening and closing element 151 can have a projection 153 that extends from the inner circumferential surface of the through hole 152 in the direction of the second elastic element 155.

[0115] Such a projection 153 guides the opening and closing element 151 to rise and fall stably along the mounting part 122 when the pressure difference occurs, depending on a flow rate of the transmission oil flowing out of the oil cooler 9 in the valve housing 110, or when the generated pressure difference is released and the opening and closing element 151 rises or falls.

[0116] The second elastic element 155 can be a coil spring with one end supported by the deformable element 137 and another end supported by the opening and closing element 151.

[0117] The actuation of the pressure control unit 150 is then carried out with reference to Fig. 7A and Fig. 7B described.

[0118] Fig. 7A and Fig. Figure 7B shows diagrams of a step-by-step actuation state of the pressure control unit used in the valve for a vehicle according to an exemplary embodiment of the present invention.

[0119] With reference to Fig. 7A and Fig. 7B the pressure control unit 150 is selectively actuated while the bypass hole 114 and the connecting hole 115 are open when the sliding element 121 moves forward (upwards in the drawings) due to an expansion deformation of the deformable element 137.

[0120] If the amount of cooled gear oil flowing from the drain tank 103 through the connecting hole 115 and the drain line 107 into the valve housing 111 is relatively low, the pressure difference between the upper part and the lower part with respect to the bottom of the sliding element 121 in the valve housing 111 is not generated.

[0121] With reference to Fig. 7A keeps the pressure control unit 150 in its original assembly state, in which the pressure relief hole 143 is closed.

[0122] When the amount of cooled gear oil flowing through the connecting hole 115 into the valve housing 111 increases, a pressure difference is generated between an upper part and a lower part with respect to the bottom of the sliding element 121 in the valve housing 111.

[0123] With reference to Fig. 7B The opening and closing element 151 rises due to the pressure of the transmission oil because of the generated pressure difference in order to open the relief holes 143.

[0124] Then, part of the cooled gear oil flowing through the connecting hole 115 flows through the open relief hole 143 into the sliding element 121, thereby eliminating the pressure difference in the valve housing 111, which is positioned in and below the sliding element 121.

[0125] Furthermore, the opening and closing element 151 of the pressure control unit 150 is rapidly lowered by the elastic force of the second elastic element 155, which is compressed when the opening and closing element 151 rises, and returned to its original assembly state when the pressure difference in the valve housing 111 is eliminated, thereby closing the pressure relief holes 143, as shown in Fig. 7A shown.

[0126] This means that the bypass valve 110 can eliminate the pressure differential generated by the difference in the flow rate of the transmission oil flowing from the transmission 5 and the drain tank 103 into the valve housing 111 by actuating the relief port 143 and the pressure control unit 150, as described above.

[0127] Furthermore, if the valve housing 111 eliminates the pressure differential generated by the difference inside, it is possible to improve the overall pressure resistance and service life of the bypass valve 110 and to improve the reliability and responsiveness of the valve actuation.

[0128] The oil cooler 100 for a vehicle features the bypass valve 110, which is actuated depending on the temperature of the transmission oil, thereby improving the space utilization of an engine compartment.

[0129] Furthermore, by controlling the flow of the transmission oil to be diverted or directed into the oil cooler 100 during rapid expansion or contraction depending on the temperature of the transmission oil through the bypass valve 110, and by ensuring that the oil cooler 100 has a simple structure, manufacturing and assembly efficiencies can be improved and manufacturing costs reduced by simplifying the component elements.

[0130] Furthermore, during the diversion (“bypass”) of the transmission oil, the power required of a hydraulic pump can be reduced due to the increase in the flow rate by mounting the internal component elements later on the valve housing 111, which is integrally provided with the inlet tank 101, and since the internal components can be replaced after a breakdown, the manufacturing costs are reduced and the convenience of replacement work is improved.

[0131] Furthermore, the flow rate increases compared to the related technique by ensuring the bypass flow passage, thus preventing the transmission oil cooled by the oil cooler 100 from leaking to the transmission in advance via the bypass valve 110.

[0132] Reliable flow control according to the temperature of the transmission oil can be ensured, and by reducing friction loss in the transmission 5 through rapid heating of the transmission oil, the overall fuel consumption efficiency of the vehicle is improved.

[0133] Although the working fluid has been described as a gear oil introduced by a gear 5, as an example in the description of the oil cooler 100 according to the present disclosure, the present invention is not limited thereto. That is to say, any working fluid that needs to be heated or cooled by heat exchange can be used as the working fluid.

[0134] While this invention has been described in connection with what are currently considered practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but that, on the contrary, it is intended to include various modifications and equivalent arrangements that fall within the scope and area of ​​the attached claims.

Claims

[1] Oil cooler (100) for a vehicle, with: a supply tank (101) for the inflow of working fluid; a discharge tank (103) which is spaced apart from the inflow tank (101) by a predetermined distance and has a discharge hole (104) on a side facing the inflow tank (101); a plurality of pipes (T) which connect the inlet tank (101) to the outlet tank (103) in a longitudinal direction for the flow of the working fluid; a bypass valve (110) integrally mounted on an outer side of an end section of the inlet tank (101) and connected to an inner side of the inlet tank (101) to divert working fluid flowing therein by selectively opening and closing depending on the temperature of the working fluid or to direct it into the inlet tank (103); and a drain line (107) wherein one end is attached to the discharge hole (104) and another end is attached to the bypass valve (110) to connect the drain tank (103) to the bypass valve (110) for the discharge of the working fluid in the drain tank (103) via the bypass valve (110) according to the actuation of the bypass valve (110), wherein the bypass valve (110) has: a valve housing (111) which is integrally attached to the outside of one end of the inlet tank (101) and projects from one side of the inlet tank (101); and a control unit (120) which is arranged in the valve housing (111) and controls the working fluid to flow into or bypass the inlet tank (101) by performing an expansion or contraction depending on the temperature of the inflowing working fluid, wherein the valve housing (111) has: a first inlet hole (112) formed on one side of the same, which is the opposite end of the inlet tank (101), in order to attach an inlet connection (P1) to it; a bypass hole (114) formed on a further side of the same, which is spaced apart from the first inflow hole (112) in order to attach a bypass connection (P2) to it; a second inlet hole (113) facing the first inlet hole (112) at a surface that is in contact with the inlet tank (101) and connected to the inside of the inlet tank (101); and a connecting hole (115) spaced apart from the second inlet hole (113), with a protruding part extending from one side of the inlet tank (101) so that the other end of the drain pipe (107) is connected to it, wherein the control unit (120) has: a sliding element (121) in which one end is open and a mounting hole (H) is formed at the center of a further end, wherein a first opening hole (123) is formed on a side that corresponds to the first inlet hole (112) and the bypass hole (114) in a longitudinal direction, and at least a second opening hole (125) is formed on a further side that corresponds to the second inlet hole (113) and the connecting hole (115) in the longitudinal direction, and which is slidably inserted into the valve housing (111); an end cap (127) which is attached to a mounting hole (H) formed in the valve body to insert the sliding element (121) into the mounting hole (H), to close the mounting hole (H) and to form a mounting recess (129) at the center thereof; a fastening rod (135) with one end that is attached to the fastening recess (129); a deformable element (137) that is inserted into the sliding element (121) and moves forward or backward along the fastening rod (135) by expanding or contracting depending on the temperature of the working fluid in order to selectively move the sliding element (121) forward and backward; and a first elastic element (141) which is inserted between the valve housing (111) and the sliding element (121) and is compressed or stretched to provide an elastic force when the sliding element (121) moves, wherein the sliding element (121) has at least one relief hole (143) which is spaced apart from a mounting part (122) on the other side, where the mounting part (122) is formed, and which are spaced apart from each other at a predetermined angle in a circumferential direction around the mounting part (122). [2] Oil cooler (100) for a vehicle according to claim 1, wherein the inlet tank (101) and the outlet tank (110) have the plurality of pipes (T) between them and are fixed by a side plate (105) which connects both ends of the inlet tank (101) to both ends of the outlet tank (103) in a state in which they are spaced apart from each other. [3] Oil cooler (100) for a vehicle according to claim 1 or 2, wherein the inlet tank (101) has a shorter length than the outlet tank (103). [4] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein the drain line (107) has a cylindrical shape and is connected to the bypass valve (110) such that the other end of the same is connected to one end of the inlet tank (101). [5] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein the working fluid is a transmission oil introduced by a transmission (5). [6] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein the valve housing (111) has a mounting space (S) in which the first and second inlet holes (112, 113), the bypass hole (114) and the connecting hole (115) are connected. [7] Oil cooler (100) for a vehicle according to one of the preceding claims, in which at least one first opening hole (123) and at least one second opening hole (125) are each formed on an upper side and a lower side of the sliding element (121), and the first opening hole (123) on the upper side has a larger area than that of the second opening hole (125) on the upper side. [8] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein the first opening hole (123) on the upper and lower sides is connected to the first inlet hole (112) and the bypass hole (114) respectively when the deformable element (137) is in its original position, wherein the second opening hole (125) formed on the upper side is positioned below the second inlet hole (113), and the second opening hole (125) positioned on the lower side is connected to the connecting hole (115). [9] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein when the deformable element (137) deforms, the fastening rod (135) rises and holds the bypass hole (114) and the connecting hole (115) in an open state, and the first and second opening holes (123, 125) formed on the upper side are each connected to the first and second inlet holes (112, 113). [10] Oil cooler (100) for one of the preceding claims, wherein the sliding element (121) and the deformable element (137) are firmly connected by a fastening ring (139) which is attached between the mounting part (122) and the deformable element (137) below the deformable element (137). [11] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein the bypass valve (110) further comprises a sealing ring (133) which prevents the working fluid flowing into the valve housing (111) from leaking out of the valve housing (111) and which is installed between the valve housing (111) and the end cap (127). [12] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein the end cap (127) is attached to the valve housing (111) by a mounting ring (131) which is fixed to an inner circumferential surface of a mounting hole (H). [13] Oil cooler (100) for a vehicle according to claim 12, wherein the mounting ring (131) is fixedly attached in an annular groove (118) which is formed along the inner circumferential surface of the mounting hole (H). [14] Oil cooler (100) for a vehicle according to one of the preceding claims, wherein the bypass valve (110) further comprises a pressure control (150) which is arranged between the sliding element (121) and the deformable element (137) and selectively opens and closes the pressure relief hole (143) when a pressure difference is generated by the working fluid flowing in the valve housing (111). [15] Oil cooler (100) for a vehicle according to claim 14, wherein the pressure control unit (150) comprises: an opening and closing element (151) arranged at the other end of the sliding element (121) to correspond to the release hole (143), and having a disc shape with a through hole (152) formed at a center of the opening and closing element (151) to correspond to the mounting part (122); and a second elastic element (155) which is inserted between the opening and closing element (151) and the deformable element (137) in the sliding element (121) and exerts an elastic force on the opening and closing element (151). [16] Oil cooler (100) for a vehicle according to claim 15, wherein the opening and closing element (151) has a projection (151) that extends from an inner circumferential surface of the through hole (152) in the direction of the second elastic element (155).

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