Heat exchanger for vehicle

Abstract

Heat exchanger for a vehicle, comprising: a bypass pipe (100) which is arranged in an exhaust gas line and is designed with a bypass flow passage (110) through which exhaust gas flows; a heat exchange generator (200) comprising an exhaust gas heat recovery component formed with an exhaust gas flow passage (220) through which the exhaust gas introduced from the bypass pipe (100) flows, and a cooling flow passage (230) through which coolant passes to exchange heat with the exhaust gas and the coolant, and a thermoelectric generating component in which heat from the exhaust gas or the coolant is transferred to a thermoelectric module (240) to produce electricity; and a flow control component designed to control the exhaust gas directed into the bypass pipe (100) so that it flows either along the bypass flow passage (110) or the exhaust gas flow passage (220), and to control the exhaust gas directed into the exhaust gas flow passage (220) so that it flows separately towards the exhaust gas heat recovery component or the thermoelectric generation component, wherein the exhaust gas heat recovery component includes: a heat exchange housing (210) which is designed in a frame shape such that it couples the bypass pipe (100); the exhaust gas flow passage (220), which is formed in a longitudinal direction of the heat exchange housing (210) to allow the exhaust gas to flow into it; the cooling flow passage (230), which is designed in a shape that surrounds the exhaust gas flow passage in such a way as to allow the coolant to flow in it in order to exchange heat with the exhaust gas, and a coolant inlet (231) and a coolant outlet (233), each of which are designed on the heat exchanger housing (210) in such a way that they are in contact with each other and allow the coolant to flow into and out of the cooling flow passage (230).

Description

BACKGROUND Technical area

[0001] The present invention relates to a heat exchanger for a vehicle which is able to improve the fuel efficiency improvement effect by implementing an integrated structure of an exhaust gas heat recovery function and a thermoelectric generation function. Description of related technology

[0002] In the initial cold phase of a vehicle's start-up, the engine has poor fuel efficiency compared to a fully warmed-up state. Specifically, the high viscosity of the oil at low temperatures during cold starts causes significant engine friction, and the low cylinder wall temperature results in substantial heat loss to the cylinder walls and reduced combustion stability. Therefore, to improve fuel efficiency and engine durability, it is necessary to increase the engine temperature at the beginning of the start-up process.

[0003] An exhaust gas heat recovery system is able to recover exhaust heat through heat exchange between the exhaust gas and the coolant. This can be used to warm up the engine and provide heating during the initial warm-up phase, thereby increasing fuel efficiency. However, in existing exhaust gas heat recovery systems, the system is ineffective because the exhaust gas is bypassed without heat exchange during other driving conditions, although it is effective for rapid warm-up during early winter starts. On the other hand, a thermoelectric generator can be used as a technique to improve a vehicle's fuel efficiency.The thermoelectric generating device is a device that uses a thermoelectric element to generate electricity through the temperature difference between a high-temperature and a low-temperature section. It utilizes exhaust heat as the high-temperature section and coolant as the low-temperature section to improve fuel efficiency by generating the electricity needed for the vehicle. However, the conventional thermoelectric generating device has a wider range of applications than the exhaust heat recovery device during vehicle operation. Costs increase due to the use of expensive, rare semiconductors in the thermoelectric elements, and the amount of electricity generated is limited relative to the cost, resulting in reduced efficiency.

[0004] A heat exchanger with a bypass, through which exhaust gas can be selectively routed along a bypass flow path or an exhaust gas flow path, wherein the exhaust gas routed into the exhaust gas flow path can be separately directed towards the exhaust gas heat recovery component or the thermoelectric generation component, is known from JP 2010 - 168 926 A. WO 2014 / 136 024 A1 discloses the use of two heat exchangers or thermoelectric generation components. PRESENTATION OF THE INVENTION

[0005] Accordingly, the object of the present invention is to provide a heat exchanger for a vehicle which is able to improve the fuel efficiency improvement effect by implementing an integrated structure of an exhaust gas heat recovery function and a thermoelectric generation function.

[0006] The heat exchanger of the present invention for achieving the above objectives is defined in claim 1. Further developments of the invention are found in the dependent claims.

[0007] The thermoelectric generating component may include a heat exchanger housing formed in a recessed shape to couple to the bypass pipe; an exhaust gas flow passage formed in a longitudinal direction of the heat exchanger housing such that the exhaust gas flows into it; a cooling flow passage formed in a shape surrounding the exhaust gas flow passage; a coolant inlet and a coolant outlet formed on the heat exchanger housing such that they are in contact with each other so that the coolant flows into and out of the cooling flow passage;and a thermoelectric module arranged at the cooling flow passage through a sealing structure, comprising a high-temperature section designed to contact the outer surface of the exhaust gas flow passage for heat dissipation, and a low-temperature section designed to contact the cooling flow passage for heat dissipation.

[0008] The sealing structure can include a module cover formed in a shape that incorporates a thermoelectric module to be attached to the outer surface of the exhaust gas flow passage; a seal inserted between the module cover and the exhaust gas flow passage; and a heat transfer spring designed to be in contact between the low-temperature section of a thermoelectric module and the module cover, exerting an elastic force that pushes the high-temperature section of the thermoelectric module towards the outer surface of the exhaust gas flow passage to allow the heat from the coolant or exhaust gas to be dissipated.

[0009] An inlet chamber and an outlet chamber can be arranged at both end sections of the heat exchanger housing in such a way that they are connected to the exhaust gas flow passage; a bypass inlet and a bypass outlet can be formed at both end sections of the bypass pipe; a heat exchanger inlet can be designed in such a way that the inlet chamber and a section in which the bypass pipe is connected to the inlet chamber are in contact with each other; and a heat exchanger outlet can be designed in such a way that the outlet chamber and a section in which the bypass pipe is connected to the outlet chamber can be in contact with each other.

[0010] The flow control component can include a first exhaust gas flow passage, configured so that the exhaust gas flows through the exhaust gas heat recovery element; a second exhaust gas flow passage, configured so that the exhaust gas flows through the thermoelectric generating component; and a control valve coupled to the interior of the bypass pipe so that it is rotatable about a pivot axis. The control valve can be operated to selectively open and close either the bypass flow passage or the exhaust gas flow passage based on changes in the rotary operating angle of the control valve, and the first and second exhaust gas flow passages can be opened and closed sequentially.

[0011] The exhaust gas heat recovery component can be arranged along a first longitudinal side of the interior of the heat exchanger housing. The thermoelectric generating component can be arranged along a second longitudinal side of the interior of the heat exchanger housing. A partition can be installed within the outlet space to divide the outlet space into a first outlet space for the exhaust gas flowing through the exhaust gas heat recovery component and a second outlet space for the exhaust gas flowing through the thermoelectric generating component. A first heat exchanger outlet and a second heat exchanger outlet can be formed at the section where the first outlet space connects to the bypass pipe and the section where the second outlet space connects to the bypass pipe, respectively.Therefore, the first exhaust gas flow passage and the second exhaust gas flow passage can be designed in such a way that they are separated from each other.

[0012] Additionally, a drive unit designed to provide torque can be coupled to the articulated axis. A plate-shaped blocking plate can be coupled to the articulated axis, and the articulated axis can be installed on the ceiling surface of the bypass pipe along its width. Therefore, the blocking plate can rotate around the articulated axis to selectively open and close the bypass flow passage.

[0013] A first and a second blocking cap can be formed on the blocking plate to project in an upward direction towards the first and second heat exchanger outlets, respectively, and to have the same circular arc shape as the rotation paths of the first and second blocking caps. The first and second heat exchanger outlets can be formed at the point where the first and second blocking caps rise to meet each other (for example, intersect or converge as they move vertically). Accordingly, the blocking caps can be introduced into and block the first and second heat exchanger outlets based on changes in the rotational operating angle of the control valve.A bypass delay protrusion can be formed on the bottom surface of the bypass pipe along the rotation path of the end section of the free end section of the blocking plate.

[0014] The length of the circular arc formed by the first blocking cap can be such that it is greater than the length of the circular arc formed by the second blocking cap. In a portion of the control valve's rotational operating angle where the second blocking cap is not inserted into the second heat exchanger outlet and only the blocking cap is inserted into the first heat exchanger outlet, the end portion of the free end of the blocking plate can contact the bypass delay projection to close the bypass flow passage.In a section of the rotary operating angle of the control valve, in which the first blocking cap and the second blocking cap are inserted into the first heat exchanger outlet and the second heat exchanger outlet respectively, the end section of the free end section of the blocking plate can be separated upwards from the bypass delay section in order to open the bypass flow passage.

[0015] The present invention allows the exhaust gas, through the aforementioned means for solving the problem of the exhaust gas flowing into the heat exchange generator during the cold start state of the vehicle, to flow through the side of the exhaust gas heat recovery component and the side of the thermoelectric generating component, to quickly increase the temperature of the coolant, thereby reducing the engine warm-up time, and also generates electricity through a thermoelectric module, thereby maximizing the improvement in fuel efficiency.

[0016] Furthermore, in thermoelectric generation mode, the exhaust gas can be regulated so that it flows only to the side of the thermoelectric generating component, thereby maximizing thermoelectric generation efficiency and contributing to improved fuel efficiency. Additionally, in bypass mode, the exhaust gas can flow through the bypass flow passage in the bypass pipe, thus preventing the risk of damage due to overheating of the coolant and thermoelectric elements. SHORT FIGURE DESCRIPTION

[0017] The above and other aims, features and other advantages of the present invention will be more clearly understood by the following detailed description when viewed together with the accompanying drawings, which: Fig. 1 is a drawing showing the operating state of the cold start condition, which simultaneously operates exhaust gas heat recovery and thermoelectric generation through a heat exchanger for a vehicle according to an exemplary embodiment of the present invention; Fig. 2A - 2B drawings are those that show the operating state of a control valve according to Fig. 1 and the resulting exhaust gas flow according to an exemplary embodiment of the present invention; Fig. 3 is a drawing showing the operating state of a thermoelectric generation state that maximizes the thermoelectric generation by the heat exchanger for the vehicle according to an exemplary embodiment of the present invention; Fig. Drawings 4A - 4B show the operating state of the control valve according to Fig. 3 and explain the resulting exhaust gas flow according to an exemplary embodiment of the present invention; Fig. 5 is a drawing showing the operating state of the bypass state in which exhaust gas heat recovery and thermoelectric generation through the heat exchanger for the vehicle are not operated according to an exemplary embodiment of the present invention; Fig. Drawings 6A - 6B show the operating state of the control valve according to Fig. 5 and the resulting exhaust gas flow according to an exemplary embodiment of the present invention, Fig. 7 is a drawing showing the structure of the exhaust gas flow passage and the cooling flow passage in the heat exchanger for the vehicle according to an exemplary embodiment of the present invention; Fig. Drawings 8A - 8B are illustrating the structure of the thermoelectric module attached to the device according to an exemplary embodiment of the present invention and Fig. 9 is a drawing which schematically represents the state into which the exhaust gas heat recovery component and the thermoelectric generation component are separated according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0018] It shall be understood that the term "vehicle" or "vehicle-" or other similar expressions used herein includes motor vehicles in general, such as passenger cars, including sports utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft, including a variety of boats and ships, aircraft and the like, and includes hybrid vehicles, electric vehicles, internal combustion engine vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (for example, fuels derived from resources other than oil).

[0019] Even if an exemplary embodiment is described as using multiple units to execute the exemplary process, it is understood that the exemplary process can also be carried out by one or more modules. Additionally, it is understood that the term controller / control unit refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute the modules in order to perform one or more procedures described below.

[0020] The terminology used herein is solely for the purpose of describing particular embodiments and is not intended to limit the invention. The singular forms "a," "an," "a," and "the" are used herein to include the plural forms unless the context clearly indicates otherwise. Furthermore, it is understood that the terms "comprise" and / or "comprehensive," when used in this description, specify the presence of the indicated features, numbers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, numbers, steps, operations, elements, and / or groups thereof. The term "and / or," as used herein, includes any and all combinations of one or more of the associated listed items.Exemplary embodiments of the present invention are described in detail below with reference to the accompanying drawings. The same reference numerals refer to the same components across all drawings.

[0021] A heat exchanger for a vehicle according to the present invention can include a bypass pipe 100, a heat exchange generator 200, and a flow control component. Referring to Fig. In cases 1 and 2A-2B, the bypass pipe 100 can have a hollow interior and its two ends can be connected to the center of an exhaust gas line. Therefore, a bypass flow passage 110 can be formed so that the exhaust gas flows through the bypass pipe 100.

[0022] The heat exchanger generator 200 can include an exhaust gas heat recovery component or a thermoelectric generation component. Specifically, the exhaust gas heat recovery component can include an exhaust gas flow passage 220, through which the exhaust gas introduced by the bypass pipe 100 can flow, and a cooling flow passage 230, through which the coolant can flow. The exhaust gas flow passage 220 and the cooling flow passage 230 can be configured together to allow the exhaust gas and the coolant to exchange heat in order to recover the exhaust gas heat.

[0023] Furthermore, the thermoelectric generating component can be configured to transfer the heat from the exhaust gas or the coolant to a thermoelectric module 240 to generate electricity. The electricity generated by the thermoelectric generating component can be used to charge the battery or to power electrical components. Additionally, the flow control unit can regulate the exhaust gas entering the bypass pipe 100 so that it flows selectively through the bypass flow passage 110 or the exhaust gas flow passage 220, and furthermore, divert the exhaust gas entering the exhaust gas flow passage 220 towards the exhaust gas heat recovery component or the thermoelectric generating component.

[0024] In other words, by operating a control valve 300 based on the vehicle's driving condition, the exhaust gas directed into the bypass pipe 100 can flow through the bypass flow passage 110 inside the bypass pipe 100 or through the exhaust gas flow passage 220 in the heat exchanger generator 200. The control valve 300 can be operated by a controller that includes a processor and memory. Therefore, the coolant temperature can be drastically increased through exhaust gas heat recovery due to heat transfer between the exhaust gas and the coolant, thereby reducing engine warm-up time. Additionally, the thermoelectric module 240 can be configured to generate electricity to improve fuel efficiency.Particularly in the case of the driving condition in which the exhaust gas flows into the exhaust gas flow passage 220, since the exhaust gas may flow separately through the side of the exhaust gas heat recovery component and the side of the thermoelectric generation component, it may be possible to operate in cold start mode, which simultaneously warms up the engine and performs the thermoelectric generation described above, and also in thermoelectric generation mode, maximizing thermoelectric generation and thereby contributing to an improvement in fuel efficiency.

[0025] Furthermore, with reference to Fig. 7 to Fig. 9 In the exhaust gas heat recovery component, a heat exchanger housing 210 is designed as a frame form and is coupled to the upper surface of the bypass pipe 100, and several exhaust gas flow passages 220 can be formed along the longitudinal direction of the heat exchanger housing 210, that is, the direction in which the exhaust gas flows in the heat exchanger housing 210, and therefore the exhaust gas can flow along the exhaust gas flow passages 220. The exhaust gas flow passages 220 can be formed at a predetermined distance in the central section of the heat exchanger housing 210.

[0026] Additionally, the heat exchanger housing 210 can be configured to surround the exhaust gas flow passages 220 in a section thereof, allowing the coolant to exchange heat with the exhaust gas in the exhaust gas flow passages 220 as it flows along the cooling flow passage 230. For example, the cooling flow passage 230 can be formed by filling the remaining space, except for the exhaust gas flow passages 220, within a specific section of the heat exchanger housing 210 in which the exhaust gas flow passages 220 are located. The cooling flow passage 230 can be designed to maintain an airtight seal with respect to the exhaust gas flow passages in the heat exchanger housing 210 and the space through which the exhaust gas flows.

[0027] Additionally, a coolant inlet 231 and a coolant outlet 233 can be configured on a first and a second side of the heat exchanger housing 210 such that they are in contact with each other to allow the coolant to flow into and out of the cooling flow passage 230. In other words, the exhaust gas can flow along the exhaust flow passages 220 provided in the heat exchanger housing 210, and the coolant can flow along the cooling flow passages 230, which are formed around the exhaust flow passages 220. Therefore, exhaust heat can be recovered through heat exchange between the coolant and the exhaust gas while the vehicle is in operation, to quickly raise the coolant temperature and thus reduce the engine warm-up time.

[0028] Referring to Fig. 7 - 9 In the thermoelectric generating component, the heat exchanger housing 210 can be configured as an enclosure and can be coupled to the upper surface of the bypass pipe 100. Additionally, several exhaust gas flow passages 220 can be formed along the longitudinal direction of the heat exchanger housing 210, i.e., the direction in which the exhaust gas flows in the heat exchanger housing 210, and thus the exhaust gas can flow along the exhaust gas flow passages 220. The exhaust gas flow passages 220 can be formed at a predetermined distance in the central section of the heat exchanger housing 210.

[0029] Additionally, the heat exchanger housing 210 can be configured to include the exhaust gas flow passages 220 in a section thereof, allowing the coolant to exchange heat with the exhaust gas in the exhaust gas flow passages 220 as it flows along the cooling flow passage 230. For example, the cooling flow passage 230 can be formed by filling the remaining space, except for the exhaust gas flow passages 220, within a specific section of the heat exchanger housing 210 in which the exhaust gas flow passages 220 are located. The cooling flow passage 230 can be designed to maintain an airtight seal with respect to the exhaust gas flow passages 220 in the heat exchanger housing 210 and the space through which the exhaust gas flows.

[0030] Additionally, on a first and a second side of the heat exchanger housing 210, the coolant inlet 231 and the coolant outlet 233 can be configured to communicate with each other, allowing the coolant to flow into and out of the cooling flow passage 230. The thermoelectric module 240 can be provided in the cooling flow passage 230 by means of a sealing structure. A high-temperature section 243 of the thermoelectric module 240 can contact the outer surfaces of the exhaust flow passages 220 (for example, it can be in surface contact with them) in such a way that heat is dissipated, and a low-temperature section 241 can contact the cooling flow passage 230 in such a way that heat is dissipated.

[0031] In other words, the exhaust gas flowing into the exhaust flow passages 220 can come into contact with the metal of the high-temperature section 243, and the coolant flowing in the cooling flow passage 230 can contact the metal of the low-temperature section 241 in such a way that heat is dissipated. Therefore, electricity can be generated due to the temperature difference between the low-temperature section 241 and the high-temperature section 243, thereby increasing the vehicle's fuel efficiency.

[0032] Additionally, in Fig. Figures 1 and 8A-8B show a sealing structure for sealing and coupling the thermoelectric module 240 within the cooling flow passage 230. In particular, a module cover 245 can be provided to cover the thermoelectric module 240, and the module cover 245 can be attached to the outer surfaces of the exhaust flow passages 220 by a screw-like coupling structure. However, the present invention is not limited to a screw-like coupling structure, and other fastenings can be used. Additionally, a seal 247 can be inserted between the module cover 245 and the exhaust flow passages 220 to seal the thermoelectric module 240 within the module cover 245. A cable can be connected to the thermoelectric module 240 through the module cover 245, and the wiring can also be coupled to the module cover 245 in a watertight structure.

[0033] However, due to the sealing structure used by the module cover 245, the coolant heat and the exhaust gas heat may not be transferred uniformly to the low-temperature section 241 and the high-temperature section 243 of the thermoelectric module 240. Accordingly, in the present invention, a heat exchange spring 249 can be arranged in contact with and between the low-temperature section 241 of the thermoelectric module 240 and the module cover 245 to generate an elastic force that pushes the high-temperature section 243 of the thermoelectric module 240 towards the outer surfaces of the exhaust gas flow passages 220. Additionally, the heat from the coolant and the exhaust gas can be thermally transferred to the low-temperature section 241 and the high-temperature section 243, respectively.

[0034] Furthermore, as in Fig. As shown in Figures 1 and 2A-2B, according to the present invention, the exhaust gas, which is directed into the bypass pipe 100, flows through the exhaust gas flow passages 220 into the heat exchanger housing 210 and flows back into the bypass pipe 100. Accordingly, in the present invention, an inlet chamber 250 and an outlet chamber 260, which are in contact with the exhaust gas flow passages 220 within the bypass pipe 100, can be formed at both end sections of the heat exchanger housing 210.

[0035] Additionally, a bypass inlet 120 and a bypass outlet 130 can be formed at both end sections of the bypass pipe 100, and a heat exchanger inlet 280 can be configured such that the inlet chamber 250 and the section in which the bypass pipe 100 is connected to the inlet chamber 250 can be in contact with each other. A heat exchanger outlet 290 can be configured such that the outlet chamber 260 and the section in which the bypass pipe 100 is connected to the outlet chamber 260 are in contact with each other.

[0036] In other words, the exhaust gas that is routed through the bypass inlet 120 into the bypass pipe 100 can flow through the heat exchanger inlet 280 into the inlet chamber 250. The exhaust gas routed into the inlet chamber 250 can flow along the exhaust gas flow passages 220 to be discharged in the outlet chamber 260, and the exhaust gas discharged in the outlet chamber 260 can flow back through the heat exchanger outlet 290 into the bypass pipe 100 to be discharged through the bypass outlet 130.

[0037] Furthermore, the flow control component of the present invention is designed to modify and control the direction of exhaust gas flow. In particular, the exhaust gas flow passages 220 can be divided into a first exhaust gas flow passage 220a and a second heat recovery exhaust gas flow passage 220b. The first exhaust gas flow passage 220a can be a flow passage through which the exhaust gas can flow through the exhaust gas heat recovery component, and the second exhaust gas flow passage 220b can be a flow passage through which the exhaust gas flows through the thermoelectric generation component.

[0038] In relation to Fig. 7 - 9 The first exhaust gas flow passage 220a and the second exhaust gas flow passage 220b can be separated from each other. In particular, the exhaust gas heat recovery component can be provided along a first longitudinal direction within the heat exchanger housing 210 and the thermoelectric generation component can be provided along a second longitudinal direction within the heat exchanger housing 210.

[0039] In other words, the space within the heat exchanger housing can be divided into two sides based on the exhaust gas flow direction. One side can be equipped with the exhaust gas heat recovery component, and the other side can be equipped with a thermoelectric generating component. Additionally, a partition 270 can be positioned in the center of the outlet space 260 to divide it, forming a first outlet space 260a and a second outlet space 260b on the right and left sides of the partition 270, respectively. In other words, the first outlet space 260a for the exhaust gas flowing through the exhaust gas heat recovery component and the second outlet space 260b for the exhaust gas flowing through the thermoelectric generating component can be separate.

[0040] Additionally, a first heat exchanger outlet 290a can be formed in a section where the first outlet chamber 260a and the bypass pipe 100 are connected, and a second heat exchanger outlet 290b can be formed in a section where the second outlet chamber 260b and the bypass pipe 100 are connected. Therefore, the exhaust gas flow passages through the exhaust gas heat recovery component can be separated from the first exhaust gas flow passage 220a, and through a thermoelectric generating component from the second exhaust gas flow passage 220b.

[0041] Furthermore, the control valve 300 can be coupled to the interior of the bypass pipe 100 in such a way that it is rotatable about the pivot axis 310. The control valve 300 can be designed to selectively open and close the bypass flow passage 110 and the exhaust gas flow passages 220 based on its rotational operating angle, and can be designed to open and close the first exhaust gas flow passage 220a and the second exhaust gas flow passage 220b sequentially.

[0042] Referring to Fig. 1 and 2A to 2B, a drive unit 310a can be coupled to provide the articulating axis 310 with a torque, and a flap-shaped locking plate 320 can be coupled to the articulating shaft 310. Furthermore, the articulating axis 310 can be installed along its width on the ceiling surface of the bypass pipe 100, so that the locking plate 320 rotates around the articulating axis 310 to selectively open and close the bypass flow passage 110.

[0043] The drive unit 310a can be constructed in various exemplary embodiments according to a structure that provides an operating force and can rotate the articulated axle 310 with a drive torque from an electric motor. When the electric motor is used, the output value, which reflects the operating state of the vehicle, can be input into a controller. The controller can then be configured to adjust the operation of the electric motor based on the output value and thus adjust the exhaust flow direction based on the vehicle's driving state.

[0044] For example, when the vehicle is in the initial starting state (i.e., before the engine has warmed up), the blocking plate 320 can be brought into close contact with the bottom surface of the bypass pipe 100 by rotating the control valve 300, thus cutting off the bypass flow passage 110 in the bypass pipe 100 and preventing the exhaust gas from flowing into the bypass flow passage 110. In this driving state, the exhaust gas may be allowed to pass only through the exhaust flow passages 220 (i.e., both of the first exhaust flow passage 220a and the second exhaust flow passage 220b), thereby enabling the exhaust gas heat recovery and thermoelectric generation functions to operate simultaneously.

[0045] When the vehicle is in a driving condition, such as steady driving after the engine has warmed up, the bypass flow passage 110 and the first exhaust flow passage 220a may be blocked, and only the second exhaust flow passage 220b may be open. In this driving condition, the exhaust gas may be permitted to pass only through the second exhaust flow passage 220b. This means that all the exhaust gas is allowed to flow only through the side of the thermoelectric generating component to maximize thermoelectric generation efficiency.

[0046] When the vehicle is in an accelerated driving condition where the coolant and exhaust gas are overheating, only bypass flow passage 110 may be open, while the first exhaust flow passage 220a and the second exhaust flow passage 220b are blocked. This means that all exhaust gas can only flow through bypass flow passage 110 in bypass pipe 100, thus preventing the risk of damage due to overheating of the coolant and thermoelectric elements.

[0047] Another example of the drive unit can be designed to impart a torque to the articulated axle 310 by utilizing the principle of expansion / contraction of wax based on the temperature of the coolant. As yet another example, negative engine pressure can be used to impart a rotational force to the articulated axle 310.

[0048] In other words: As in Fig. As shown in Figures 5 and 6A-6B, if the control valve 300 can be rotated to separate the blocking plate 320 from the bottom surface of the bypass pipe 100, the bypass flow passage 110 in the bypass pipe 100 can be opened to prevent the exhaust gas from flowing into the exhaust gas flow passage 220 and to allow the exhaust gas to flow completely through the bypass flow passage 110 in the bypass pipe 100, thus preventing the risk of damage due to overheating of the coolant and thermoelectric elements.

[0049] As in Fig. As shown in Figures 1 and 2A - 2B, when the blocking plate 320 is brought into close contact with the bottom surface of the bypass pipe 100 by the rotary operation of the control valve 300, the bypass flow passage 110 in the bypass pipe 100 is cut off to prevent the exhaust gas from flowing into the bypass flow passage 110 in order to pass through the exhaust gas flow passages 220, thus enabling the exhaust gas heat recovery function and the thermoelectric generation function to be carried out.

[0050] Additionally, in the present invention, a first blocking cap 330a and a second blocking cap 330b can be formed on the blocking plate 320 to project in a direction that rises towards the first heat exchanger outlet 290a and the second heat exchanger outlet 290b, respectively. The first blocking cap 330a and the second blocking cap 330b can be configured to project while forming the same annular arc shape as the path along which each of the blocking caps rotates.

[0051] Furthermore, the first heat exchanger outlet 290a and the second heat exchanger outlet 290b can be configured at a point where the first blocking cap 330a and the second blocking cap 330b rise (i.e., move vertically) and rotate so that they meet, thereby inserting the blocking caps into the first heat exchanger outlet 290a and blocking the second heat exchanger outlet 290b based on the change in the rotational operating angle of the control valve 300. The first blocking cap 330a and the second blocking cap 330b can be configured in shapes corresponding to the first heat exchanger outlet 290a and the second heat exchanger outlet 290b, and thus the first heat exchanger outlet 290a and the second heat exchanger outlet 290b can be blocked by the first blocking cap 330a and the second blocking cap 330b.

[0052] Furthermore, a bypass delay projection 140 can be formed on the bottom surface of the bypass pipe 100 along the rotation path of an end section in the free end section 320a of the blocking plate 320. In other words, when the first blocking cap 330a, while moving vertically and during rotation of the first blocking cap 330a and the second blocking cap 330b according to the rotary operation of the control valve 300, is inserted into the first heat exchanger outlet 290a, the first heat exchanger outlet 290a can be blocked to prevent the exhaust gas from flowing through the first exhaust gas flow passage 220a. Additionally, if the second blocking cap 330b is inserted into the second heat exchanger outlet 290b, the second heat exhaust outlet 290b can be blocked in such a way that it prevents the exhaust gas from flowing through the second exhaust gas flow passage 220b.

[0053] If the end section of the blocking plate 320 is positioned close to the bypass delay projection 140 despite the rotation of the control valve 300, the blocking plate 320 can maintain the state of blocking the bypass flow passage 110. Therefore, the exhaust gas can flow through the exhaust flow passages 220 in the heat exchanger generator 200 without flowing through the bypass flow passage 110. According to this configuration, when the vehicle is in a running state, such as during constant driving after the engine has warmed up, as in Fig. As shown in 3 and 4A-4B, the bypass flow passage 110 and the first exhaust flow passage 220a may be blocked, and it may be that only the second exhaust flow passage 220b is open in order to realize the thermoelectric generation state that maximizes a thermoelectric generation function.

[0054] Accordingly, the present invention can be designed such that the length of the circular arc formed by the first blocking cap 330a is greater than the length of the circular arc formed by the second blocking cap 330b. Additionally, in a partial section of the rotary operating angle of the control valve 300, in which the second blocking cap 330b is not inserted into the second heat exchanger outlet 290b, but only the first blocking cap 330a is inserted into the first heat exchanger outlet 290a, the end section of the free end section 320a of the blocking plate 320 can contact the bypass delay projection 140 to close the exhaust gas flow passage 110.

[0055] In other words, when the blocking plate 320 is rotated by a predetermined angle by the rotation of the control valve 300, the end section of the blocking plate 320 can be positioned close to the bypass delay projection 140 (for example, touching it) to maintain the blocked state of the bypass flow passage 110. Additionally, the first blocking cap 330a can be inserted into the first heat exchanger outlet 290a to block the first heat exchanger outlet 290a, thus blocking the first exhaust gas flow passage 220a. However, since the second blocking cap 330b is not inserted into the second heat exchanger outlet 290b, leaving the second heat exchanger outlet 290b open and only the second exhaust gas flow passage 220b open, the exhaust gas directed into the bypass pipe 100 can pass through the second exhaust gas flow passage 220b.

[0056] Therefore, all exhaust gases can only pass through the side of the thermoelectric generating component to maximize thermoelectric generation efficiency and thereby contribute to increased fuel efficiency. Additionally, in the present invention, in an accelerated driving situation where the coolant and exhaust gas are superheated, as in Fig. As shown in Figures 5 and 6A - 6B, it may be possible to implement a bypass state in which only the bypass flow passage 110 is open, and the first exhaust flow passage 220a and the second exhaust flow passage 220b are blocked.

[0057] Accordingly, at the rotary operating angle of the control valve 300, where the first blocking cap 330a and the second blocking cap 330b are inserted into the first heat exchanger outlet 290a and the second heat exchanger outlet 290b respectively, the end section of the free end section 320a of the blocking plate 320 above the bypass delay projection 140 can be blocked to open the bypass flow passage 110. However, the first blocking cap 330a can be inserted into the first heat exchanger outlet 290a, the second blocking cap 330b can be inserted into the second heat exchanger outlet 290b, and the heat exchanger outlet 290 can be blocked to block the first exhaust gas flow passage 220a and the second exhaust gas flow passage 220b.

[0058] Therefore, all exhaust gases can pass through the bypass flow passage 110 in the bypass pipe 100, thereby preventing the risk of damage due to overheating of the coolant and thermoelectric elements. Furthermore, the present invention can be used as described in Fig. 1 and 2A - 2B are shown to be constructed in such a way that a cold start condition is realized which opens the first exhaust gas flow passage 220a and the second exhaust gas flow passage 220b while blocking the bypass flow passage 110 in order to simultaneously perform the exhaust gas recovery function and the thermoelectric generation function.

[0059] In other words, if the control valve 300 is not turned, so that the blocking plate 320 is completely closed, the end section of the free end section 320a of the blocking plate 320 can touch the bottom surface of the bypass pipe 100 to maintain the blocked state of the bypass flow passage 110. However, since the first blocking cap 330a is not inserted into the first heat exchanger outlet 290a and the second blocking cap 330b is not inserted into the second heat exchanger outlet 290b, both the first heat exchanger outlet 290a and the second heat exchanger outlet 290b can be opened, and therefore the first exhaust flow passage 220a and the second exhaust flow passage 220b can be open. Therefore, the exhaust gas that is directed into the bypass pipe 100 can flow through the first exhaust gas flow passage 220a and the second exhaust gas flow passage 220b.

[0060] Therefore, when the exhaust gas that is directed into the heat exchange generator 200 is passed through the side of the exhaust gas heat recovery component and the side of the thermoelectric generating component, the temperature of the coolant can rise quickly, and therefore the warm-up time of the engine can be reduced and the improvement in fuel efficiency can be maximized by producing electricity through the thermoelectric module 240.

Claims

[1] Heat exchanger for a vehicle, comprising: a bypass pipe (100) which is arranged in an exhaust gas line and is designed with a bypass flow passage (110) through which exhaust gas flows; a heat exchange generator (200) comprising an exhaust gas heat recovery component formed with an exhaust gas flow passage (220) through which the exhaust gas introduced from the bypass pipe (100) flows, and a cooling flow passage (230) through which coolant passes to exchange heat with the exhaust gas and the coolant, and a thermoelectric generating component in which heat from the exhaust gas or the coolant is transferred to a thermoelectric module (240) to produce electricity; and a flow control component designed to control the exhaust gas directed into the bypass pipe (100) so that it flows either along the bypass flow passage (110) or the exhaust gas flow passage (220), and to control the exhaust gas directed into the exhaust gas flow passage (220) so that it flows separately towards the exhaust gas heat recovery component or the thermoelectric generation component, wherein the exhaust gas heat recovery component includes: a heat exchange housing (210) which is designed in a frame shape such that it couples the bypass pipe (100); the exhaust gas flow passage (220), which is formed in a longitudinal direction of the heat exchange housing (210) to allow the exhaust gas to flow into it; the cooling flow passage (230), which is designed in a shape that surrounds the exhaust gas flow passage in such a way as to allow the coolant to flow in it in order to exchange heat with the exhaust gas, and a coolant inlet (231) and a coolant outlet (233), each of which are designed on the heat exchanger housing (210) in such a way that they are in contact with each other and allow the coolant to flow into and out of the cooling flow passage (230). [2] Heat exchanger for a vehicle according to claim 1, wherein the thermoelectric generating component includes: the thermoelectric module (240), which is arranged at the cooling flow passage (230) with a sealing structure, wherein the thermoelectric module (240) includes a high-temperature section (243) which is designed to touch the outer surface of the exhaust gas flow passage (220) for heat dissipation, and a low-temperature section (241) which is designed to touch the cooling flow passage (230) for heat dissipation. [3] Heat exchanger for a vehicle according to claim 2, wherein the sealing structure includes: a module cover (245) which is formed in a shape which covers the thermoelectric module (240) which is attached to the outer surface of the exhaust gas flow passage (220); a seal (247) that is inserted between the module cover (245) and the exhaust gas flow passage (220); and a heat transfer spring (249) which is provided to be in contact with the low-temperature section (241) of the thermoelectric module (240) and the module cover (245), wherein the heat transfer spring (249) provides an elastic force that pushes the high-temperature section (243) of the thermoelectric module (240) outwards towards the outer surface of the exhaust gas flow passage (220) to allow the heat of the coolant or exhaust gas to be dissipated. [4] Heat exchanger for a vehicle according to any of the preceding claims, wherein an inlet chamber (250) and an outlet chamber (260) are formed at both end sections of the heat exchanger housing (210) in order to be in contact with the exhaust gas flow passage (220), a bypass inlet (120) and a bypass outlet (130) are formed at both end sections of the bypass pipe (100), a heat exchanger inlet (280) is designed such that it allows the inlet chamber (250) and a section in which the bypass pipe (100) is connected to the inlet chamber (250) to be in contact with each other, and a heat exchanger outlet (290) is designed such that it allows the outlet chamber (260) and a section in which the bypass pipe (100) is connected to the outlet chamber (260) to be in contact with each other. [5] Heat exchanger for a vehicle according to claim 4, wherein the flow control component includes: a first exhaust gas flow passage (220a) arranged in such a way as to allow the exhaust gas to flow through the exhaust gas heat recovery component; a second exhaust gas flow passage (220b) arranged in such a way as to allow the exhaust gas to flow through the thermoelectric generating component; and a control valve (300) which is coupled to the inside of the bypass pipe (100) in such a way that it can be rotated about a pivot axis; wherein the control valve (300) is operated such that it selectively opens and closes the bypass flow passage (110) and the exhaust gas flow passage (220) based on changes in the rotary operating angle of the control valve (300), and wherein the first exhaust gas flow passage (220a) and the second exhaust gas flow passage (220b) are opened and closed sequentially. [6] Heat exchanger for a vehicle according to claim 5, wherein: the exhaust gas heat recovery unit is arranged along a lateral longitudinal direction of the interior of the heat exchanger housing (210), the thermoelectric generating component is arranged along the other longitudinal side of the interior of the heat exchanger housing (210), a partition (270) is installed inside the outlet space (260) to divide the outlet space (260) into a first outlet space (260a) for the exhaust gas flowing through the exhaust gas heat recovery unit and a second outlet space (260b) for the exhaust gas flowing through the thermoelectric generating component, and A first heat exchanger outlet (290a) and a second heat exchanger outlet (290b) are formed on the section where the first outlet chamber (260a) is connected to the bypass pipe (100) and on the section where the second outlet chamber (260b) is connected to the bypass pipe (100), respectively, to separate the first exhaust gas flow passage (220a) and the second exhaust gas flow passage (220b) from each other. [7] Heat exchanger for a vehicle according to claim 6, further comprising: a drive unit (310a) designed to provide torque and coupled to a jointed axle (310); and a blocking plate (320) in plate form, which is coupled to the joint axis (310), wherein the pivot axis (310) is installed on the ceiling surface of the bypass pipe (100) along the width direction to allow the blocking plate (320) to rotate about the pivot axis (310) in order to selectively open and close the bypass flow passage (110). [8] Heat exchanger for a vehicle according to claim 7, further comprising: a first blocking cap (330a) and a second blocking cap (330b) which are formed on the blocking plate (320) such that they project in a direction that rises towards the first heat exchanger outlet (290a) and the second heat exchanger outlet (290b), and a bypass delay projection (140) formed on a bottom surface of the bypass tube (100) along the rotation path of the end section of the free end section of the blocking plate (320), wherein the first blocking cap (330a) and the second blocking cap (330b) are formed in circular arc shapes corresponding to the rotation paths of the first blocking cap (330a) and the second blocking cap (330b), respectively and wherein the first heat exchanger outlet (290a) and the second heat exchanger outlet (290b) are formed at the point where the first blocking cap (330a) and the second blocking cap (330b) rise to cut in order to introduce and block the blocking caps (330a, 330b) into the first heat exchanger outlet (290a) and the second heat exchanger outlet (290b) based on the changes in the rotary operating angle of the control valve (300). [9] Heat exchanger for a vehicle according to claim 8, wherein the length of the circular arc formed by the first blocking cap (330a) is greater than the length of the circular arc formed by the second blocking cap (330b) and in a partial section of the rotary operating angle of the control valve (300), in which the second blocking cap (330b) is not inserted into the second heat exchanger outlet (290b) and the first blocking cap (330a) is inserted into the first heat exchanger outlet (290a), the end section of the free end section of the blocking plate (320) touches the bypass delay projection (140) to close the bypass flow passage (110). [10] Heat exchanger for a vehicle according to claim 8 or 9, wherein in a section of the rotary operating angle of the control valve (300) in which the first blocking cap (330a) and second blocking cap (330b) are inserted into the first heat exchanger outlet (290a) and the second heat exchanger outlet (290b) respectively, the end section of the free end section of the blocking plate (320) is separated upwards from the bypass delay projection (140) in order to open the bypass flow passage (110).

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