VEHICLE RADIATOR ORDER

Abstract

Vehicle radiator assembly (10), comprising: a common inlet tank (11) comprising: a high-temperature inlet chamber and a low-temperature inlet chamber; a common outlet tank (12) comprising: a high-temperature outlet chamber and a low-temperature outlet chamber, wherein the common outlet tank (12) is designed to be spaced apart from the common inlet tank (11); a high-temperature cooling core (21) comprising: a plurality of high-temperature tubes (31) connecting the high-temperature inlet chamber and the high-temperature outlet chamber, and a plurality of high-temperature cooling fins (32) arranged with the plurality of high-temperature tubes (31); a low-temperature cooling core (22) comprising: a plurality of low-temperature tubes (32) connecting the low-temperature inlet chamber and the low-temperature outlet chamber, and a plurality of low-temperature cooling fins (34) arranged with the plurality of low-temperature tubes (32); and a bimetallic strip (50, 60) arranged between the high-temperature cooling core (21) and the low-temperature cooling core (22), wherein the bimetal (50, 60) is deformed and formed when the temperature of a high-temperature coolant flowing into the high-temperature cooler core (21) is equal to or higher than a reference temperature, that it thermally connects the high-temperature cooling core (21) with the low-temperature cooling core (22).

Description

AREA

[0001] The present disclosure relates to a vehicle radiator arrangement and a cooling system therein, and in particular to a vehicle radiator arrangement and a cooling system therein, which can efficiently control the cooling efficiency of a high-temperature coolant circuit and the cooling efficiency of a low-temperature coolant circuit. BACKGROUND

[0002] The statements in this section provide only background information regarding the present disclosure and may not represent the state of the art.

[0003] Hybrid vehicles are next-generation, environmentally friendly vehicles equipped with both an internal combustion engine and an electric motor to reduce harmful emissions and significantly improve fuel efficiency compared to conventional vehicles. The electric motor is powered by a high-voltage battery mounted inside the vehicle, which recharges when the vehicle decelerates. Engine and motor output can be adjusted according to vehicle speed and driving conditions to optimize efficiency.

[0004] With reference to Fig. 1, Fig. 2 and Fig. 3 A hybrid vehicle comprises a high-temperature coolant circuit 1 for cooling an internal combustion engine 5 and a low-temperature coolant circuit 2 for cooling the electrical / electronic components 6 and 7.

[0005] The high-temperature coolant circuit 1 can be configured to connect a water jacket of the internal combustion engine 5 and a high-temperature radiator. The high-temperature radiator 3 can cool a high-temperature coolant (a relatively high temperature of approximately 110 °C).

[0006] The low-temperature coolant circuit 2 can be configured to connect coolant passages of the electrical / electronic components 6 and 7 to a low-temperature radiator (LTR) 4. The low-temperature radiator 4 can cool a low-temperature coolant (a relatively low temperature of approximately 70 °C).

[0007] With reference to Fig. 2 In HEV mode, where the vehicle is powered solely by the operation of the internal combustion engine 5, the high-temperature coolant circulates between the water jacket of the internal combustion engine 5 and the high-temperature radiator (HTR) 3 (see solid line in Fig. 2) The high-temperature coolant is supplied from the water jacket of the internal combustion engine to the high-temperature cooler 3 and cooled by the high-temperature cooler 3. Since the electrical / electronic components 6 and 7 do not operate in HEV mode, the low-temperature coolant does not circulate between the electrical / electronic components 6 and 7 and the low-temperature cooler 4 (see dashed line in Figure 3). Fig. 2).

[0008] With reference to Fig. 3 In EV mode, where the vehicle is powered solely by the operation of an electric motor 6, the low-temperature coolant circulates through the coolant passage of the electric motor 6, the coolant passage of the hybrid power control unit (HPCU) 7, an electric water pump (EWP) 8, an electric reservoir 9, and the low-temperature radiator 4 (see solid line in Figure 3). Fig. 3) The low-temperature coolant (for example, 70 °C) is supplied to the low-temperature cooler 4 via the coolant passages of the electrical / electronic components 6 and 7 and cooled by the low-temperature cooler 4. Since the internal combustion engine 5 does not operate in EV mode, the high-temperature coolant does not circulate between the water jacket of the internal combustion engine 5 and the high-temperature cooler 3 (see dashed line in Figure 3). Fig. 3).

[0009] As described above, the high-temperature cooler cools the high-temperature coolant (for example, 110 °C), and the low-temperature cooler cools the low-temperature coolant (for example, 70 °C). Therefore, taking the coolant temperature into account, the heat dissipation capacity of the high-temperature cooler 3 is determined to be higher than the heat dissipation capacity of the low-temperature cooler 4.

[0010] The hybrid vehicle operates in either HEV mode, where only the combustion engine is active, or EV mode, where only the electric motor is active. Therefore, the high-temperature radiator and the low-temperature radiator are not used simultaneously. The heat dissipation capacity of the high-temperature radiator is determined based on the maximum heat transfer rate of the combustion engine, and the heat dissipation capacity of the low-temperature radiator is determined based on the maximum heat transfer rate of the electrical / electronic components. For example, if the maximum heat transfer rate of the combustion engine is 10 kW, the heat dissipation capacity of the high-temperature radiator will be approximately 10 kW, and if the maximum heat transfer rate of the electrical / electronic components is 5 kW, the heat dissipation capacity of the low-temperature radiator will be approximately 5 kW.

[0011] We have found that, because the heat dissipation capacity of the high-temperature cooler differs from that of the low-temperature cooler, the high-temperature coolant circuit is fluidically separated from the low-temperature coolant circuit. Therefore, it is practically impossible to implement an integrated structure where the high-temperature cooler is fluidically connected to the low-temperature cooler. Furthermore, because the heat dissipation capacity of the high-temperature cooler and the low-temperature cooler differ, it is difficult to control the cooling efficiency of the high-temperature coolant circuit and the cooling efficiency of the low-temperature coolant circuit as a whole.

[0012] Furthermore, a manufactured cooling module is known from JP 2002-115992 A, in which a radiator and a condenser can be integrally assembled. In this module, a radiator and a condenser with different core sizes are secured by attaching them to parts of the tank, to part of a side plate or to the tank on only one vertical or horizontal side, to the parts of the side plates by means of an additional spacer, to different fin spacing when the core size is adjusted, or to the part of the tank in an integrated channel, thus obtaining a manufactured cooling module.

[0013] JP H11-83349A discloses a two-layer tube with self-temperature control and a heat exchanger of simple structure that utilizes this feature. In the two-layer tube, its hollow body is divided into a primary fluid channel and a secondary fluid channel by a partition running longitudinally along the body. In this case, the partition consists of a good thermal conductor such as a bimetal, a shape-memory alloy, or the like, which deforms within a predetermined temperature range, rising towards either the flow channel or the partition side. Since the opening area ratio of both channels is thus altered in such a way that the flow ratio of the two fluids is automatically optimized, the predetermined extraction temperature of one fluid can always be maintained.

[0014] US Patent 4,669,532 A provides a heat exchanger for exchanging heat between engine lubricating oil and engine coolant, comprising a heat exchanger element consisting of a plurality of stacked and spaced plate-shaped heat exchange units. The heat exchange units are provided with successive flow ports through which the oil supplied from an inlet port flows. A bypass valve controls the oil flow through a bypass port connected to the flow ports of the heat exchange units. The bypass valve is responsive to oil temperature and is designed to open the bypass port when oil temperatures fall below a predetermined value, thereby bypassing a large portion of the oil in the heat exchange units when the oil temperature is so low that cooling of the oil is not required.

[0015] US Patent 4,865,249 A describes a safety device for an engine cooling system with a heating element circuit for circulating the engine coolant through the heating element of an automotive air conditioning system and a radiator circuit for circulating the engine coolant through a radiator. The safety device includes a safety valve located in the heating element circuit that can release the engine coolant from the vehicle if the engine coolant temperature exceeds a predetermined value and / or if the engine coolant pressure exceeds a predetermined value.

[0016] US 2010 / 0126692A1 describes an integrated hybrid heat exchanger with a multi-part structure, which may include a first radiator and a second radiator and / or at least one coolant bypass element located between the first and second radiators, wherein the coolant bypass element connects one end section of the first radiator and the other end section of the second radiator, thus establishing a fluid connection between the first radiator and the second radiator.

[0017] DE 10 2012 105 047 A1 teaches a core-type heat exchanger unit with variable capacity comprising: a heat exchanger that subjects high-temperature cooling water to heat exchange, a collection tank into which the high-temperature cooling water is introduced and subsequently forwarded to the heat exchanger, and into which the low-temperature cooling water is introduced and subsequently discharged to the combustion engine and the electrical system, wherein the collection tank has an inlet space and a discharge space, and an actuator module installed on the collection tank and controlled by a control device that changes the inlet space through which the high-temperature cooling water is introduced into the heat exchanger and the discharge space through which the low-temperature cooling water is discharged from the heat exchanger, wherein the change in the inlet space is linked to the change in the discharge space.

[0018] Finally, JP 2011-231631A shows a cooling device for a hybrid vehicle that minimizes the physical dimensions of the respective radiators of an engine coolant circuit and a hybrid device coolant circuit. The cooling device for the hybrid vehicle comprises an upstream selector valve and a downstream selector valve that switch the flow paths for cooling coolant at a first and a third heat exchanger, directing both cooled coolant flows to an engine, and that switch the flow paths for cooling coolant at a second and a third heat exchanger, directing both cooled coolant flows to an inverter and a motor-generator.

[0019] The information described above in this background section is intended only to provide a better understanding of the background of the inventive concept and may include any technical concept that is not considered prior art and is already known to those skilled in the art. OVERVIEW

[0020] The purpose of the present disclosure is to provide a vehicle radiator arrangement that can efficiently control the cooling efficiency of a high-temperature coolant circuit and the cooling efficiency of a low-temperature coolant circuit.

[0021] The problem is solved by a vehicle radiator arrangement with the features of claim 1. Advantageous further developments can be found in the dependent claims.

[0022] According to one aspect of the present disclosure, a vehicle radiator arrangement may comprise: a common inlet tank having a high-temperature inlet chamber and a low-temperature inlet chamber; a common outlet tank having a high-temperature outlet chamber and a low-temperature outlet chamber, spaced apart from the common inlet tank; a high-temperature radiator core comprising a plurality of high-temperature tubes connecting the high-temperature inlet chamber and the high-temperature outlet chamber, and a plurality of high-temperature cooling fins arranged with the plurality of high-temperature tubes; a low-temperature radiator core comprising a plurality of low-temperature tubes connecting the low-temperature inlet chamber and the low-temperature outlet chamber; and a plurality of low-temperature cooling fins arranged with the plurality of low-temperature tubes;and a bimetallic strip positioned between the high-temperature cooling core and the low-temperature cooling core. If the temperature of a high-temperature coolant flowing into the high-temperature cooling core is higher than or equal to a reference temperature, the bimetallic strip can be bent, thus thermally connecting the high-temperature cooling core to the low-temperature cooling core.

[0023] The bimetal can comprise a first metal and a second metal bonded to the first metal, and the first metal and the second metal can have different coefficients of thermal expansion.

[0024] A longitudinal axis of each high-temperature tube and a longitudinal axis of each low-temperature tube can extend longitudinally along the vehicle radiator assembly, and the longitudinal axis of the high-temperature tube can be parallel to the longitudinal axis of the low-temperature tube. A lateral axis of the high-temperature tube and a lateral axis of the low-temperature tube can extend laterally along the vehicle radiator assembly, and the lateral axis of the high-temperature tube can be parallel to the lateral axis of the low-temperature tube. The high-temperature tube can be spaced apart from the low-temperature tube laterally along the vehicle radiator assembly, and the lateral axis of the high-temperature tube can be located between the lateral axes of two adjacent low-temperature tubes.

[0025] The bimetal can have a fixed end that is attached to the high-temperature tube and a free end that is opposite the fixed end.

[0026] The bimetal can be deformed according to the temperature of the high-temperature coolant flowing into the high-temperature pipe. If the free end of the bimetal comes into contact with or separates from the low-temperature pipe due to this deformation, the high-temperature pipe can be thermally connected to or separated from the low-temperature pipe.

[0027] The bimetal may have a fastening section connected to the fixed end, and the fastening section may be attached to an edge of the high-temperature tube.

[0028] The fastening section can have a connecting surface that corresponds to the edge of the high-temperature pipe, and the connecting surface can be connected to the edge of the high-temperature pipe.

[0029] The bimetal may have a contact section connected to the free end. If the bimetal is bent, this contact section may come into contact with an edge of the low-temperature tube.

[0030] The contact section can have a contact surface that corresponds to the edge of the low-temperature pipe.

[0031] Further areas of application will become apparent from the description provided here. It is understood that the description and specific examples are for illustrative purposes only and are not intended to limit the scope of this disclosure. DRAWINGS

[0032] To ensure the disclosure is easily understood, various embodiments thereof will now be described, with exemplary reference to the accompanying drawings, in which: Fig. 1. A cooling system of a hybrid vehicle is illustrated; Fig. 2 illustrates the operating state of a high-temperature coolant circuit in a cooling system when a hybrid vehicle is operating in HEV mode; Fig. 3 illustrates the operating state of a low-temperature coolant circuit in a cooling system when a hybrid vehicle is driving in EV mode; Fig. 4 illustrates a perspective view of a vehicle radiator arrangement according to an exemplary embodiment of the present disclosure; Fig. 5 a cross-sectional view along line AA of Fig. 4 illustrates; Fig. 6 a cross-sectional view along line BB from Fig. 4 illustrates; Fig. 7 a perspective view of a plurality of high-temperature tubes, a plurality of high-temperature cooling fins, a plurality of low-temperature tubes, a plurality of low-temperature cooling fins and a plurality of bimetals in a vehicle radiator arrangement according to an exemplary embodiment of the present disclosure; Fig. 8 illustrates a state in which bimetals in a vehicle radiator arrangement are flattened according to an exemplary embodiment of the present disclosure; Fig. 9 illustrates a state in which bimetals in a vehicle radiator arrangement are bent according to an exemplary embodiment of the present disclosure; Fig. 10 illustrates an example of a bimetallic element used in a vehicle radiator arrangement according to an exemplary embodiment of the present disclosure; Fig. 11 an arrangement of the in Fig. The 10 depicted bimetals illustrate the interaction between a high-temperature cooler and a low-temperature cooler; Fig. 12 illustrates another example of a bimetallic element used in a vehicle radiator arrangement according to an exemplary embodiment of the present disclosure; Fig. 13 an arrangement of the in Fig. The 12 depicted bimetals illustrate the interaction between a high-temperature cooler and a low-temperature cooler; Fig. 14 illustrates a coolant flow in a cooling system of a hybrid vehicle according to an exemplary embodiment of the present disclosure, where the temperature of a coolant flowing into a high-temperature radiator in HEV mode is lower than a reference temperature; Fig. 15 illustrates a coolant flow in a cooling system of a hybrid vehicle according to an exemplary embodiment of the present disclosure, where the temperature of a coolant flowing into a high-temperature radiator in HEV mode is higher than or equal to a reference temperature; and Fig. 16 illustrates a coolant flow in the EV mode in a cooling system of a hybrid vehicle according to an exemplary embodiment of the present disclosure.

[0033] The drawings described here are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way. DETAILED DESCRIPTION

[0034] The following description is merely exemplary and is not intended to limit the present disclosure, application, or uses. It is understood that identical reference numerals in all drawings denote identical or corresponding parts and features.

[0035] Exemplary embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. Furthermore, a detailed description of well-known techniques related to the present disclosure is omitted in order to avoid unnecessarily obscuring the fundamental idea of ​​the present disclosure.

[0036] Terms such as first, second, A, B, (a) and (b) may be used to describe the elements in exemplary embodiments of this disclosure. These terms are used only to distinguish one element from another, and the specific features, sequence or order and the like of the respective elements are not limited by the terms. Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meanings as those generally understood by persons skilled in the art in the field to which this disclosure belongs.Terms such as those defined in a commonly used dictionary are to be interpreted as having meanings that correspond to the contextual meanings in the relevant field and are not to be interpreted as having ideal or excessively formal meanings unless they are clearly defined as such in the present application.

[0037] With reference to Fig. 4. A vehicle radiator arrangement 10 according to an exemplary embodiment of the present disclosure may comprise: a common inlet tank 11, a common outlet tank 12 spaced apart from the common inlet tank 11, a high-temperature radiator core 21, and a low-temperature radiator core 22. The high-temperature radiator core 21 and the low-temperature radiator core 22 are arranged between the common inlet tank 11 and the common outlet tank 12 and are arranged parallel to each other.

[0038] With reference to Fig. 6 and Fig. 14 The common inlet tank 11 can comprise a high-temperature inlet chamber 41, which receives a high-temperature coolant supplied by a water jacket of an internal combustion engine 5, and a low-temperature inlet chamber 42, which receives a low-temperature coolant supplied by the electrical / electronic components 6 and 7. The high-temperature inlet chamber 41 and the low-temperature inlet chamber 42 can be separated by a first partition 45, so that the high-temperature inlet chamber 41 and the low-temperature inlet chamber 42 can be fluidically separated.

[0039] The common inlet tank 11 can include a high-temperature inlet port 15 that is connected to the high-temperature inlet chamber 41, and a low-temperature inlet port 16 that is connected to the low-temperature inlet chamber 42.

[0040] A high-temperature inlet pipe extending from an outlet of the water jacket of the internal combustion engine 5 can be connected to the high-temperature inlet port 15. Thus, the high-temperature coolant can flow from the outlet of the water jacket of the internal combustion engine 5 through the high-temperature inlet port 15 to the high-temperature inlet chamber 41.

[0041] A low-temperature inlet pipe extending from one of the electrical / electronic components 6 and 7 can be connected to the low-temperature inlet port 16. For example, the low-temperature inlet pipe extending from the outlet of a coolant passage of an electric motor 6 can be connected to the low-temperature inlet port 16. Thus, the low-temperature coolant can flow through the low-temperature inlet port 16 from the outlet of the coolant passage of the electric motor 6 to the low-temperature inlet chamber 42.

[0042] With reference to Fig. 6 and Fig. 14 The common outlet tank 12 can include a high-temperature outlet chamber 43, which allows the high-temperature coolant to be discharged into the water jacket of the internal combustion engine 5, and a low-temperature outlet chamber 44, which allows the low-temperature coolant to be discharged to the electrical / electronic components 6 and 7. The high-temperature outlet chamber 43 and the low-temperature outlet chamber 44 can be subdivided by a second partition 46 so that the high-temperature outlet chamber 43 and the low-temperature outlet chamber 44 can be fluidically separated.

[0043] The common outlet tank 12 can include a high-temperature outlet port 17 connected to the high-temperature outlet chamber 43 and a low-temperature outlet port 18 connected to the low-temperature outlet chamber 44.

[0044] A high-temperature outlet pipe extending from an inlet of the water jacket of the internal combustion engine 5 can be connected to the high-temperature outlet port 17. Thus, the high-temperature coolant can flow from the high-temperature outlet chamber 43 through the high-temperature outlet port 17 to the inlet of the water jacket of the internal combustion engine 5.

[0045] A low-temperature outlet pipe extending from any of the electrical / electronic components 6 and 7 can be connected to the low-temperature outlet port 18. For example, the low-temperature outlet pipe extending from an inlet of the electrical reservoir 9 can be connected to the low-temperature outlet port 18. Thus, the low-temperature coolant can flow through the low-temperature outlet port 18 from the low-temperature outlet chamber 44 to the inlet of the reservoir 9.

[0046] The high-temperature cooling core 21 can comprise a plurality of high-temperature tubes 31 connecting the high-temperature inlet chamber 41 and the high-temperature outlet chamber 43. A plurality of high-temperature cooling fins 33 can be arranged between two adjacent high-temperature tubes 31, and thus the plurality of high-temperature cooling fins 33 can be arranged to alternate with the plurality of high-temperature tubes 31.

[0047] The low-temperature cooling core 22 can comprise a plurality of low-temperature tubes 32 connecting the low-temperature inlet chamber 42 and the low-temperature outlet chamber 44. A plurality of low-temperature cooling fins 34 can be arranged between two adjacent low-temperature tubes 32, and thus the plurality of low-temperature cooling fins 34 can be arranged to alternate with the plurality of low-temperature tubes 32.

[0048] The high-temperature cooling core 21 can be spaced apart from the low-temperature cooling core 22 in the lateral direction of the vehicle radiator assembly 10. That is, the high-temperature tubes 31 can each be spaced apart from the low-temperature tubes 32 in the lateral direction of the vehicle radiator assembly 10, and the high-temperature tubes 31 can run parallel to the low-temperature tubes 32.

[0049] With reference to Fig. 5. A lateral axis WX1 of each high-temperature pipe 31 and a lateral axis WX2 of each low-temperature pipe 32 can extend in the lateral direction of the vehicle radiator assembly 10. The lateral axis WX1 of the high-temperature pipe 31 can run parallel to the lateral axis WX2 of the low-temperature pipe 32. The lateral axis WX1 of the high-temperature pipe 31 can be spaced apart from the lateral axis WX2 of the low-temperature pipe 32 in the vertical direction of the vehicle radiator assembly 10. With reference to Fig. 5 and Fig. 7 The lateral axis WX1 of each high-temperature tube 31 can lie between the lateral axes WX2 of two adjacent low-temperature tubes 32. That is, the lateral axes WX1 of the high-temperature tubes 31 can alternate with the lateral axes WX2 of the low-temperature tubes 32 in the vertical direction of the vehicle radiator assembly 10. That is, the majority of high-temperature tubes 31 and the majority of low-temperature tubes 32 can be arranged in a staggered pattern. Thus, each high-temperature tube 31 can be adjacent to the corresponding low-temperature cooling fins 34 in the horizontal direction.

[0050] With reference to Fig. 6. A longitudinal axis LX1 of each high-temperature tube 31 and a longitudinal axis LX2 of each low-temperature tube 32 can extend longitudinally along the vehicle radiator assembly 10. The longitudinal axis LX1 of the high-temperature tube 31 can run parallel to the longitudinal axis LX2 of the low-temperature tube 32.

[0051] The common inlet tank 11 can include an inlet-side head plate 13 with a plurality of inlet-side slots, and an inlet end of each high-temperature tube 31 and an inlet end of each low-temperature tube 32 can be sealed to the respective slots of the inlet-side head plate 13. The plurality of inlet-side slots can be arranged in an offset pattern to correspond to the plurality of high-temperature tubes 31 and the plurality of low-temperature tubes 32.

[0052] The common outlet tank 12 can include an outlet-side head plate 14 with a plurality of outlet-side slots, and one outlet end of each high-temperature tube 31 and one outlet end of each low-temperature tube 32 can be sealed to the respective slots of the outlet-side head plate 14. The plurality of outlet-side slots can be arranged in an offset pattern to correspond to the plurality of high-temperature tubes 31 and the plurality of low-temperature tubes 32.

[0053] The vehicle radiator arrangement 10 according to an exemplary embodiment of the present disclosure can comprise a plurality of bimetallic elements 50 arranged between the high-temperature radiator core 21 and the low-temperature radiator core 22.

[0054] With reference to Fig. 5 and Fig. 7 can comprise any bimetal 50: a first metal 51 and a second metal 52, which is joined to the first metal 51 by welding, using an adhesive and / or the like, and the first metal 51 and the second metal 52 can have different coefficients of thermal expansion. The first metal 51 can be joined beneath the second metal 52, and the coefficient of thermal expansion of the first metal 51 can be higher than the coefficient of thermal expansion of the second metal 52.

[0055] Each bimetal 50 can extend horizontally from the high-temperature cooling core 21 to the corresponding low-temperature cooling fins 34. In particular, each bimetal 50 can have a fixed end 53 attached to each high-temperature tube 31 and a free end 54 opposite the fixed end 53.

[0056] The high-temperature tube 31 can have a first edge 31a and a second edge 31b that are opposite each other. The first edge 31a can be adjacent to the low-temperature tube 32, and the second edge 31b can be located far from the low-temperature tube 32. The bimetal 50 can include a fastening section 57 that is connected to the fixed end 53, and the shape of the fastening section 57 can correspond to the first edge 31a of the high-temperature tube 31. The fastening section 57 can be attached to the first edge 31a of the high-temperature tube 31 by welding, using an adhesive, and / or the like. That is, the fixed end 53 of the bimetal 50 can be attached to the high-temperature tube 31 by the fastening section 57.

[0057] With reference to Fig. 10. The first edge 31a and the second edge 31b can be rounded, and accordingly, the high-temperature tube 31 can be a welded tube with an oval cross-section, and the fastening section 57 can have a curved shape corresponding to the rounded first edge 31a of the high-temperature tube 31. The fastening section 57 can have a connecting surface 57a corresponding to the rounded first edge 31a of the high-temperature tube 31, and the connecting surface 57a of the fastening section 57 can be joined to the first edge 31a of the high-temperature tube 31 by welding, using an adhesive, and / or the like. In particular, the fastening section 57 can be integrally joined to a first end (corresponding to the fixed end) of the first metal 51.

[0058] If the first metal 51 and the second metal 52 contract or expand according to the temperature of the high-temperature coolant flowing into the high-temperature tube 31 of the high-temperature cooler core 21, the bimetal 50 may be flattened or deformed (bent), and the free end 54 of the bimetal 50 may be separated from the low-temperature tube 32 or come into contact with the low-temperature tube 32 due to the deformation of the bimetal 50. For example, if the temperature of the high-temperature coolant flowing into the high-temperature tube 31 of the high-temperature cooler core 21 (i.e., the temperature of the high-temperature coolant flowing into the high-temperature inlet chamber 41 of the common inlet tank 11) is higher than or equal to a predetermined reference temperature (e.g., 100 °C), the first metal 51 may expand more than the second metal 52. Therefore, as shown in Fig. Figure 9 illustrates how the bimetal 50 can be bent, and the free end 54 can come into contact with the low-temperature tube 32. If the temperature of the high-temperature coolant flowing into the high-temperature tube 31 of the high-temperature cooler core 21 is lower than a predetermined reference temperature (for example, 100 °C), the first metal 51 and the second metal 52 can contract. Thus, as shown in Fig. Figure 8 illustrates that the bimetal 50 is horizontally flattened, and the free end 54 can be separated from the low-temperature tube 32.

[0059] With reference to Fig. 8 The free end 54 can, when the first metal 51 and the second metal 52 contract and the bimetal 50 is horizontally flattened, abut or come into contact with the corresponding low-temperature cooling fins 34, which are arranged between the two vertically adjacent low-temperature tubes 32.

[0060] With reference to Fig. 9. When the first metal 51 and the second metal 52 expand, the bimetal 50 can be bent towards the low-temperature tube 32, which is located above the corresponding low-temperature cooling fins 34, and thus the free end 54 can come into direct contact with the low-temperature tube 32.

[0061] The low-temperature pipe 32 can have a first edge 32a and a second edge 32b that are opposite each other. The first edge 32a can be adjacent to the high-temperature pipe 31, and the second edge 32b can be far away from the high-temperature pipe 31.

[0062] With reference to Fig. 10. The bimetal 50 can include a contact section 58 connected to the free end 54. When the bimetal 50 is bent, the contact section 58 can come into contact with the first edge 32a of the low-temperature tube 32. The first edge 32a and the second edge 32b can be rounded, and accordingly, the low-temperature tube 32 can be a welded tube with an oval cross-section, and the contact section 58 can have a curved shape corresponding to the rounded first edge 32a of the low-temperature tube 32. The contact section 58 can have a contact surface 58a corresponding to the rounded first edge 32a of the low-temperature tube 32, thus ensuring that the contact surface 58a of the contact section 58 comes into direct contact with the first edge 32a of the low-temperature tube 32.In particular, the contact section 58 can be integrally connected to a second end (corresponding to the free end) of the first metal 51. As indicated by a solid line in . Fig. As shown in Figure 11, when the bimetal 50 is bent, the contact surface 58a of the contact section 58 can come into direct contact with the first edge 32a of the low-temperature tube 32. As indicated by a dashed line in Fig. As shown in Figure 11, if the bimetal 50 is flattened, the contact surface 58a of the contact section 58 can be located far from the low-temperature tube 32. This means that if the bimetal 50 is bent or flattened, the free end 54 can move between the low-temperature cooling fins 34 and the low-temperature tube 32.

[0063] If the temperature of the high-temperature coolant flowing into the high-temperature tube 31 of the high-temperature cooler core 21 is lower than the reference temperature, the first and second metals 51 and 52 can contract, and the bimetal 50 can flatten. As shown in Fig. As illustrated in Figure 8, the free end 54 of the bimetal 50 can be separated from the low-temperature tube 32, and thus the high-temperature tube 31 of the high-temperature cooling core 21 can be thermally separated from the low-temperature tube 32 of the low-temperature cooling core 22. Therefore, the high-temperature coolant flowing through the high-temperature tube 31 can be cooled solely by the heat dissipation capacity (7 kW) of the high-temperature cooling core 21.

[0064] If the temperature of the high-temperature coolant flowing into the high-temperature tube 31 of the high-temperature cooling core 21 is higher than or equal to the predetermined reference temperature (for example, 100 °C), the first metal 51 can expand more than the second metal 52, and the bimetal 50 can be deformed (bent) towards the low-temperature tube 32. When the bimetal 50 is bent from the low-temperature cooling fins 34 towards the low-temperature tube 32, as shown in Fig. As illustrated in Figure 9, the free end 54 of the bimetal 50 can come into direct contact with the low-temperature tube 32, thus thermally connecting the high-temperature tube 31 of the high-temperature cooling core 21 with the low-temperature tube 32 of the low-temperature cooling core 22. When heat is transferred from the high-temperature cooling core 21 to the low-temperature cooling core 22, the high-temperature coolant flowing through an internal passage of the high-temperature tube 31 can be cooled by both the high-temperature cooling core 21 and the low-temperature cooling core 22. That is, if the temperature of the high-temperature coolant flowing into the high-temperature tube 31 is higher than or equal to the reference temperature, the low-temperature cooling core 22 can assist in cooling (heat dissipation) the high-temperature cooling core 21.

[0065] The reference temperature can be determined based on the maximum heat transfer rate of the internal combustion engine 5, and the high-temperature cooler core 21 can have a heat dissipation capacity determined based on the reference temperature. For example, if the maximum heat transfer rate of the internal combustion engine 5 is 10 kW, the reference temperature can be determined to be 100 °C, and if the reference temperature is 100 °C, the high-temperature cooler core 21 can have a heat dissipation capacity of 7 kW. If, in this case, the maximum heat transfer rate of the internal combustion engine 5 is 10 kW and the maximum heat transfer rate of the electrical / electronic components 6 and 7 is 5 kW, a high-temperature cooler according to the prior art has a heat dissipation capacity of 10 kW, and a low-temperature cooler according to the prior art has a heat dissipation capacity of 5 kW.If the temperature of the high-temperature coolant flowing into the high-temperature cooler core 21 is lower than the reference temperature, the heat transfer rate (approximately 7 kW) of the internal combustion engine 5 is less than the maximum heat transfer rate (approximately 10 kW) of the internal combustion engine 5. Accordingly, the heat dissipation capacity of the high-temperature cooler core 21, according to an exemplary embodiment of the present disclosure, can be 7 kW lower than the heat dissipation capacity of the high-temperature cooler according to the prior art, and the heat dissipation capacity of the low-temperature cooler core 22, according to an exemplary embodiment of the present disclosure, can be 5 kW, equal to the heat dissipation capacity of the low-temperature cooler according to the prior art.This means that since the heat dissipation performance of the high-temperature cooling core 21 is determined based on the reference temperature, it can be determined that it is lower than the heat dissipation performance of the high-temperature cooler according to the prior art. Reducing the heat dissipation performance of the high-temperature cooling core 21 can reduce its manufacturing costs and weight. In particular, the heat exchange efficiency in a hybrid vehicle's cooling system can be significantly improved.

[0066] Fig. 12 and Fig. Figure 13 illustrates a vehicle radiator arrangement according to another exemplary embodiment of the present disclosure. With reference to Fig. 13. A high-temperature tube 71 of the high-temperature cooler core 21 can have a first edge 71a and a second edge 71b that are opposite each other. The first edge 71a can be adjacent to a low-temperature tube 72, and the second edge 71b can be far from the low-temperature tube 72. A plurality of high-temperature cooling fins 73 of the high-temperature cooler core 21 can be arranged between two adjacent high-temperature tubes 71, and thus the plurality of high-temperature cooling fins 73 can be arranged to alternate with the plurality of high-temperature tubes 71. The low-temperature tube 72 of the low-temperature cooler core 22 can have a first edge 72a and a second edge 72b that are opposite each other. The first edge 72a can be adjacent to the high-temperature tube 71, and the second edge 72b can be far away from the high-temperature tube 71.A plurality of low-temperature cooling fins 74 of the low-temperature cooling core 22 can be arranged between two adjacent low-temperature tubes 72, and thus the plurality of low-temperature cooling fins 74 can be arranged in such a way that they alternate with the plurality of low-temperature tubes 72.

[0067] A plurality of bimetals 60 can be arranged between the high-temperature cooling core 21 and the low-temperature cooling core 22. As shown in Fig. 12 and Fig. As illustrated in Figure 13, each bimetal 60 can comprise a first metal 61 and a second metal 62, which is joined to the first metal 61 by welding, using an adhesive, and / or the like. In one embodiment, the first metal 61 and the second metal 62 can have different coefficients of thermal expansion. The first metal 61 can be joined beneath the second metal 62, and the coefficient of thermal expansion of the first metal 61 can be higher than that of the second metal 62.

[0068] The bimetal 60 can extend from the high-temperature tube 71 to the corresponding low-temperature cooling fins 74. In particular, the bimetal 60 can have a fixed end 63 that is attached to the high-temperature tube 71 and a free end 64 that is opposite the fixed end 63.

[0069] With reference to Fig. 12. The bimetal 60 can comprise a fastening section 67 connected to the fixed end 63, and one embodiment of the fastening section 67 can correspond to the first edge 71a of the high-temperature tube 71. The fastening section 67 can be attached to the first edge 71a of the high-temperature tube 71 by welding, using an adhesive, and / or the like. That is, the fixed end 63 of the bimetal 60 can be attached to the high-temperature tube 71 by the fastening section 67.

[0070] With reference to Fig. 13. The first edge 71a and the second edge 71b can have a rectangular shape, and accordingly, the high-temperature tube 71 can be a folded tube with a rectangular cross-section. The fastening section 67 can have a shape corresponding to that of the first edge 71a of the high-temperature tube 71. The fastening section 67 can have a connecting surface 67a corresponding to the first edge 71a of the high-temperature tube 71, and the connecting surface 67a of the fastening section 67 can be joined to the first edge 71a of the high-temperature tube 71 by welding, using an adhesive, and / or the like. In particular, the fastening section 67 can be integrally joined to a first end (corresponding to the fixed end) of the first metal 61.

[0071] If the first metal 61 and the second metal 62 contract or expand according to the temperature of the high-temperature coolant flowing into the high-temperature tube 71 of the high-temperature cooler core 21, the bimetal 60 can be flattened or deformed (bent), and the free end 64 of the bimetal 60 can separate from the low-temperature tube 72 or, due to the deformation of the bimetal 60, come into contact with the low-temperature tube 72. For example, if the temperature of the high-temperature cooler core 21 is higher than or equal to a predetermined reference temperature (for example, 100 °C), the first metal 61 can expand more than the second metal 62. Thus, the bimetal 60 can be bent, as shown by a solid line in Fig. 13 is shown, and the free end 64 can come into contact with the low-temperature tube 72. If the temperature of the high-temperature cooler core 21 is lower than a predetermined reference temperature (for example, 100 °C), the first metal 61 and the second metal 62 can contract. Thus, the bimetal 60 can be flattened horizontally, as shown by a dashed line in Fig. 13 is shown, and the free end 64 can be separated from the low-temperature pipe 72.

[0072] With reference to Fig. 12. The bimetal 60 can have a contact section 68 connected to the free end 64. When the bimetal 60 is bent, the contact section 68 can come into contact with the low-temperature tube 72. The first edge 72a and the second edge 72b can have a rectangular shape, and accordingly, the low-temperature tube 72 can be a folded tube with a rectangular cross-section. The contact section 68 can have a straight shape inclined at a predetermined angle α to correspond to the first edge 72a of the low-temperature tube 72. The contact section 68 can have a contact surface 68a corresponding to the first edge 72a of the low-temperature tube 72, thus ensuring that the contact surface 68a of the contact section 68 is in direct contact with the first edge 72a of the low-temperature tube 72.In particular, the contact section 68 can be integrally connected to a second end (corresponding to the free end) of the first metal 61. As shown by the solid line in . Fig. As shown in Figure 13, when the bimetal 60 is bent, the contact surface 68a of the contact section 68 can come into direct contact with the first edge 72a of the low-temperature tube 72. As indicated by the dashed line in Fig. As shown in Figure 13, if the bimetal 60 is flattened, the contact surface 68a of the contact section 68 can be located far from the low-temperature tube 72. That is, if the bimetal 60 is bent or flattened, the free end 64 can move between the low-temperature cooling fins 74 and the low-temperature tube 72.

[0073] With reference to Fig. 14 to 16, a cooling system of a hybrid vehicle according to an exemplary embodiment of the present disclosure can comprise a high-temperature coolant circuit 1 for cooling the internal combustion engine 5 and a low-temperature coolant circuit 2 for cooling the electrical / electronic components 6 and 7.

[0074] The high-temperature coolant circuit 1 can be configured to fluidically connect the water jacket of the internal combustion engine 5 and the high-temperature radiator core 21. In HEV mode, the high-temperature coolant circuit 1 can circulate a high-temperature coolant. The high-temperature radiator core 21 can cool the high-temperature coolant (approximately 110 °C).

[0075] The low-temperature coolant circuit 2 can be configured such that the coolant passages of the electrical / electronic components 6 and 7, an electric water pump (EWP) 8, the reservoir 9, and the low-temperature radiator core 22 are fluidically connected. In EV mode, or when the temperature of the high-temperature coolant flowing into the high-temperature radiator core 21 is higher than or equal to the reference temperature, the low-temperature coolant circuit 2 can circulate a low-temperature coolant. The low-temperature radiator core 22, the reservoir 9, the EWP 8, and the electrical / electronic components 6 and 7 can be arranged along the flow direction of the low-temperature coolant on the low-temperature coolant circuit. The low-temperature radiator core 22 can cool the low-temperature coolant (approximately 70 °C).For example, the electrical / electronic components 6 and 7 can be an electric motor 6 and a hybrid power control unit (HPCU) 7, and the electric motor 6 can be located on the downstream side of the HPCU 7 in the direction of flow of the low-temperature coolant.

[0076] Furthermore, the low-temperature coolant circuit 2 can include a bypass flow path 81 extending from a point between the area downstream of the EWP 8 and the area upstream of the HPCU 7 to a point downstream of the electric motor 6. The bypass flow path 81 can be connected to the low-temperature coolant circuit 2 via a T-shaped connector 82 and a three-way valve 83.

[0077] The three-way valve 83 can connect the bypass flow path 81 to the point between the area downstream of the EWP 8 and the area upstream of the HPCU 7. Specifically, the three-way valve 83 can be located at the point between the area downstream of the EWP 8 and the area upstream of the HPCU 7, and an inlet of the bypass flow path 81 can be connected to the point between the area downstream of the EWP 8 and the area upstream of the HPCU 7 via the three-way valve 83. The three-way valve 83 can control the flow of the low-temperature coolant such that the low-temperature coolant can selectively flow into the bypass flow path 81 and the electrical / electronic components 6 and 7.

[0078] The T-shaped connector 82 can connect the bypass flow path 81 to the point located downstream of the electric motor 6. In particular, the T-shaped connector 82 can be arranged at the point located downstream of the electric motor 6, and an outlet of the bypass flow path 81 can be connected to the point located downstream of the electric motor 6 via the T-shaped connector 82.

[0079] With reference to Fig. 14 and Fig. 15 In HEV mode, in which the hybrid vehicle is powered only by the operation of the internal combustion engine 5, the coolant can circulate between the water jacket of the internal combustion engine 5 and the high-temperature radiator core 21.

[0080] With reference to Fig. 14 In HEV mode, if the temperature of the high-temperature coolant flowing into the high-temperature cooling core 21 is lower than the reference temperature (for example, 100 °C), the bimetal 50 or 60 may be flattened and the free end 54 or 64 of the bimetal 50 or 60 may be separated from the low-temperature tube 32 or 72 of the low-temperature cooling core 22 (see Fig. 8, dashed line in Fig. 11 and dashed line in Fig. 13), and thus the high-temperature tube 31 or 71 of the high-temperature cooler core 21 can be thermally separated from the low-temperature tube 32 or 72 of the low-temperature cooler core 22. The high-temperature coolant can circulate between the water jacket of the internal combustion engine 5 and the high-temperature cooler core 21 on the high-temperature coolant circuit 1 (see solid line in Fig. 14) The high-temperature coolant can be sufficiently cooled by the heat dissipation capacity (e.g., 7 kW) of the high-temperature cooling core 21 alone. The low-temperature coolant cannot circulate on the low-temperature coolant circuit 2 here (see dashed line in Fig. 14).

[0081] With reference to Fig. 15 In HEV mode, if the temperature of the high-temperature coolant flowing into the high-temperature tube 31 of the high-temperature cooler core 21 is higher than or equal to the reference temperature (for example, 100 °C), the bimetal 50 or 60 can be bent, and the free end 54 or 64 of the bimetal 50 or 60 can come into contact with the low-temperature tube 32 or 72 of the low-temperature cooler core 22 (see Fig. 9, solid line in Fig. 11 and solid line in Fig. 13), and thus the high-temperature tube 31 or 71 of the high-temperature cooling core 21 can be thermally connected to the low-temperature tube 32 or 72 of the low-temperature cooling core 22. The high-temperature coolant can be cooled by the heat dissipation capacity (for example, 7 kW) of the high-temperature cooling core 21 and the heat dissipation capacity (for example, 5 kW) of the low-temperature cooling core 22. That is, the low-temperature cooling core 22 can assist in the cooling (heat dissipation) of the high-temperature cooling core 21. The high-temperature coolant can circulate between the water jacket of the internal combustion engine 5 and the high-temperature radiator core 21 on the high-temperature coolant circuit 1, and the low-temperature coolant can circulate between the storage tank 9, the EWP 8 and the low-temperature radiator core 22 on the low-temperature coolant circuit 2 (see solid line in Fig. 15) When the low-temperature coolant flows through the three-way valve 83 via the bypass flow path 81, it can bypass the electrical / electronic components, such as the HPCU 7 and the electric motor 6 (see dashed line in Fig. 15) That is, when the low-temperature coolant in the storage tank 9, the EWP 8 and the low-temperature cooling core 22, with the exception of the electrical / electronic components 6 and 7, circulates on the low-temperature coolant circuit 2, the low-temperature coolant circuit 2 can effectively cool the heat transferred from the high-temperature cooling core 21 to the low-temperature cooling core 22.

[0082] With reference to Fig. 16. In EV mode, where the hybrid vehicle is powered solely by the operation of the electric motor 6, the low-temperature coolant can flow along the low-temperature coolant circuit 2 along the electric motor 6, the low-temperature radiator core 22, the reservoir tank 9, the EWP 8 and the HPCU 7 (see solid line in Figure 16). Fig. 16) In EV mode, since the internal combustion engine 5 is not operating, the high-temperature coolant cannot circulate between the water jacket of the internal combustion engine 5 and the high-temperature radiator core 21 on the high-temperature coolant circuit 1 (see dashed line in Fig. 16). In EV mode, the low-temperature refrigerant can only be cooled by the heat dissipation power (for example, 5 kW) of the low-temperature cooling core 22.

[0083] According to an exemplary embodiment of the present disclosure, the high-temperature cooling core 21 and the low-temperature cooling core 22 can be produced by brazing. In particular, the plurality of high-temperature cooling fins 33 can be joined to the plurality of high-temperature tubes 31 by brazing, and the plurality of low-temperature cooling fins 34 can be joined to the plurality of low-temperature tubes 32 by brazing.For example, while the tubes and cooling fins move horizontally by means of a conveyor belt in a state in which the majority of high-temperature tubes 31 and the majority of high-temperature cooling fins 33 lie horizontally on a clamping device to be parallel to the majority of low-temperature tubes 32 and the majority of low-temperature cooling fins 34, the majority of high-temperature cooling fins 33 and the majority of high-temperature tubes 31 can be joined by brazing, and the majority of low-temperature cooling fins 34 and the majority of low-temperature tubes 32 can be joined by brazing.The majority of low-temperature tubes 32 and the majority of low-temperature cooling fins 34 can be arranged above the majority of high-temperature tubes 31 and the majority of high-temperature cooling fins 33, and thus there is a possibility that the low-temperature cooling fins 34 could fall off or detach during brazing. By inserting the majority of bimetallic strips 50 between the low-temperature cooling fins 34 and the high-temperature tubes 31, it is possible to prevent the low-temperature cooling fins 34 from falling off or detaching during brazing. That is, the production quality of the high-temperature cooler core 21 and the low-temperature cooler core 22 can be improved by the bimetallic strips 50 or 60.

[0084] As outlined above, according to exemplary embodiments of this disclosure, the high-temperature radiator core and the low-temperature radiator core can be arranged in parallel between the common inlet tank and the common outlet tank, and the bimetallic strips can be arranged between the high-temperature radiator core and the low-temperature radiator core. During operation of the internal combustion engine, the high-temperature radiator core can be thermally connected to the low-temperature radiator core via the bimetallic strips, such that the low-temperature radiator core can assist in cooling (heat dissipation) the high-temperature radiator core. Thus, the cooling capacity of the high-temperature coolant circuit, which is fluidically connected to the high-temperature radiator core, and the cooling capacity of the low-temperature coolant circuit, which is fluidically connected to the low-temperature radiator core, can be efficiently controlled.

[0085] Furthermore, by enabling the heat dissipation performance of the high-temperature cooler core to be lower than that of the state-of-the-art high-temperature cooler, the manufacturing costs and weight of the high-temperature cooler core can be reduced, and an efficient cooling system can be provided. 10 Vehicle radiator arrangement 11 common inlet tank 12 common outlet tank 21 High-temperature cooling core 22 Low-temperature cooling core 31 High-temperature pipe 32 Low-temperature pipe 33 High-temperature cooling fins 34 Low-temperature cooling fins 50, 60 Bimetal 51, 61 first metal 52, 62 second metal 53, 63 fixed end 54, 64 free ending 57, 67 Fastening section 58, 68 Contact section

Claims

[1] Vehicle radiator assembly (10), comprising: a common inlet tank (11) comprising: a high-temperature inlet chamber and a low-temperature inlet chamber; a common outlet tank (12) comprising: a high-temperature outlet chamber and a low-temperature outlet chamber, wherein the common outlet tank (12) is designed to be spaced apart from the common inlet tank (11); a high-temperature cooling core (21) comprising: a plurality of high-temperature tubes (31) connecting the high-temperature inlet chamber and the high-temperature outlet chamber, and a plurality of high-temperature cooling fins (32) arranged with the plurality of high-temperature tubes (31); a low-temperature cooling core (22) comprising: a plurality of low-temperature tubes (32) connecting the low-temperature inlet chamber and the low-temperature outlet chamber, and a plurality of low-temperature cooling fins (34) arranged with the plurality of low-temperature tubes (32); and a bimetallic strip (50, 60) arranged between the high-temperature cooling core (21) and the low-temperature cooling core (22), wherein the bimetal (50, 60) is deformed and formed when the temperature of a high-temperature coolant flowing into the high-temperature cooler core (21) is equal to or higher than a reference temperature, that it thermally connects the high-temperature cooling core (21) with the low-temperature cooling core (22). [2] Vehicle radiator arrangement according to claim 1, wherein the bimetal (50, 60) comprises: a first metal (51, 61) and a second metal (52, 62) connected to the first metal (51, 61), and the first metal (51, 61) and the second metal (52, 62) have different coefficients of thermal expansion. [3] Vehicle radiator arrangement according to claim 2, wherein a longitudinal axis of high-temperature tubes (31) of the plurality of high-temperature tubes (31) and a longitudinal axis of low-temperature tubes (32) of the plurality of low-temperature tubes (32) run parallel to each other and extend in the longitudinal direction of the vehicle radiator arrangement (10), a lateral axis of the high-temperature tubes (31) and a lateral axis of the low-temperature tubes (32) run parallel to each other and extend in a lateral direction of the vehicle radiator arrangement (10), the high-temperature tubes (31) are spaced apart from the low-temperature tubes (32) in the lateral direction of the vehicle radiator arrangement (10), and the latitude axis of the respective high-temperature tubes (31) of the majority of high-temperature tubes (31) lies between the latitude axes of two adjacent low-temperature tubes (32) from the majority of low-temperature tubes (32). [4] Vehicle radiator arrangement according to claim 3, wherein the bimetal (50, 60) comprises: a fixed end (53, 63) attached to a corresponding high-temperature tube (31) from the plurality of high-temperature tubes (31), and a free end (54, 64) opposite the fixed end (53, 63). [5] Vehicle radiator arrangement according to claim 4, wherein: the bimetal (50, 60) is deformed when the temperature of the high-temperature coolant flowing into the corresponding high-temperature tube (31) is equal to or higher than the reference temperature, and when the bimetal (50, 60) is deformed, the free end (54, 64) of the bimetal (50, 60) is formed in such a way that it comes into contact with a corresponding low-temperature tube (32) from the plurality of low-temperature tubes (32), so that the corresponding high-temperature tube (31) is thermally connected to the corresponding low-temperature tube (32). [6] Vehicle radiator arrangement according to claim 4, wherein the free end (54, 64) of the bimetallic strip (50, 60) is separated from a corresponding low-temperature tube (32) from the plurality of low-temperature tubes (32) when the temperature of the high-temperature coolant flowing into the corresponding high-temperature tube (31) is lower than the reference temperature, so that the corresponding high-temperature tube (31) is thermally separated from the corresponding low-temperature tube (31). [7] Vehicle radiator arrangement according to claim 4, wherein: the bimetal (50, 60) comprises a fastening section (57, 67) which is connected to the fixed end (53, 63), and the fastening section (57, 67) is attached to an edge of the corresponding high-temperature tube (31). [8] Vehicle radiator arrangement according to claim 7, wherein: the fastening section (57, 67) has a connecting surface that corresponds to the edge of the corresponding high-temperature tube (31), and the connecting surface is connected to the edge of the corresponding high-temperature tube (31). [9] Vehicle radiator arrangement according to claim 4, wherein: a bimetal (50, 60) has a contact section (58, 68) which is connected to the free end (54, 64), when the bimetal (50, 60) is deformed, the contact section (58, 68) is formed such that it comes into contact with an edge of a corresponding low-temperature tube (32) from the majority of low-temperature tubes (32). [10] Vehicle radiator arrangement according to claim 9, wherein the contact section (58, 68) has a contact surface corresponding to the edge of the corresponding low-temperature tube (32).

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