Car Radiator develop wayFirst of all, I will introduce what our company is doing and why I am going to do this. Our company mainly produces lead-welded pressed aluminum, we only make aluminum. We don't do stainless steel, that is to say, our business scope is very narrow. I explain this to you very clearly, because there are more lead-welded aluminum materials in the engine radiator area of the passenger car. Since 2013, we have proposed a project to do basic research work in the radiator market of domestic passenger cars. Therefore, my report includes two aspects, one is the case of radiator market research, and the other is to discuss the passenger use. The development direction of the car radiator.
Evaluating a heatsink is actually divided into two pieces, one is the section that implements its functional performance. Another reliability, or service life, is the assessment of product quality. Finally, the combination of these two assessment indicators is realized. We have selected a more popular passenger car from 12 to 13 years in China to make a classification. We hope that our sample covers all categories of enterprises, so we have obtained such a sample. The proof. Basically, their categories are 6. to 6 liters of displacement, there are European and American brands, there are also Korean and Japanese, we try to combine the situation of the same period of products. It is very difficult to do this research. It may be very simple for the OEM to do this. Just let the supplier send a different radiator and test the performance on the same platform, but we are a cross-platform and have completed a technology. The stage of development has actually entered the market. When doing a cross-platform evaluation of this product, it is necessary to have a very important indicator. We consider citing a comprehensive evaluation indicator. This comprehensive evaluation index is the same as the previous one. It includes performance and reliability. Here, ABCDEF is an evaluation that the OEM will do. In addition, from the perspective of material developers, we provide additional An indicator F, if you say that the manufacturer uses a thinner material, it means that it needs to pay more for the technology developer, so we give it an extra plus. The first performance is thermal performance, which is the main concern of the OEM. It contains a lot of content, one is the heat exchange capacity, the other is the resistance on the air side of the group, and the resistance of the chilled liquid system.
With the issue of lightweighting, we pay attention to one of its weights. According to the previous test results, there is a direct comparison between the thermal performance per unit weight and the performance per unit volume. It can be seen from this figure that basically the performance of the unit volume of the self-owned brand is very close, which is the next six samples. The performance per unit weight is actually slightly less than the joint venture brand. By measuring the thickness of all heat sinks, the performance of different thickness displays is different. An intuitive understanding is that the thicker the volume, the greater the heat dissipation. The previous table has weight, volume, wind resistance and water resistance. The comprehensive performance index we proposed is to treat all the previous parameters with a non-quantitative steel. The higher the performance of this index, the better the wind resistance and other resistance. The better, the higher the peak, indicating the higher the comprehensiveness. The third-party sample peak is very low because it is the only heat sink to be prepared. There are some cars in the joint venture brand that use this product, and the latter is the reliability link. First, we do the test of the hot and cold cycle. There are 4 sets of 12 sets that are not certified. The situation is very typical. One of them is close to the supervisor. The location was cracked and there was a whipping in the place where the buckle was attached. The material itself did not reach a level that did not reach an effect from the aluminum. Then we also analyzed the temperature change during the hot and cold shock and the distribution of the water flow in each of the round tubes. It can be seen that the differences in the various tubes are very large, and there is a conclusion. After I changed this temperature, from low temperature to high temperature or high temperature to a low temperature for a long time, the distribution became worse and worse, and finally formed a stable situation.
In addition, our company is also concerned about external corrosion, that is, the atmosphere is corroded by our radiator. Our index is 40 days. This is a very high requirement in the industry. Many companies use 20 days as a level, 40 days is A trend. One of the feedback we got was this: three samples of the 40-day indicator did not meet the certification requirements. At the same time, the result of internal corrosion is very important for the radiator. From the customer, the feedback information is obtained. The efficiency of the internal corrosion of the radiator is much larger than that of the external corrosion. The internal corrosion uses a stricter standard, which is used in the OY standard. OY is A water-contaminated area in Japan where pollution was more serious. At that time, Japanese companies first introduced this OY water internal corrosion experiment into automobile development. Now, domestic and American and European systems are increasingly accepting such tests. In this general OY technology, our company has developed GT-OY itself, which is to make it more strict. There are three sets of samples here, and there is no complete sample test, just cut it into small pieces. It can be seen from the measured corrosion depth that the red number is very shocking and very fast. If it is corroded by 50 microns per day, it will be perforated in 40 or 50 days. Different aluminum materials have significant differences in corrosion rate. If the inner surface of the aluminum material is in contact with water and does not contain the material of the water layer, its corrosion rate is very high. At present, the domestic radiator industry also has obvious differences. The above, just enumerate the results of our tests, not all of them. In the end, according to the KPI index mentioned above, the factors of the project are added to have a total score, considering some indicators such as comprehensiveness and thermodynamics, 3 samples. The lowest because it is not brazed.
Engine radiator design trends
Although the design trend of engine radiators is very slow, we still have to pay attention to it. Maybe one day there will be a new technology. First, the design method of the heat sink is introduced. At present, most of the heat sink industry is still an empirical calculation method, and a design method that is more efficient and more compatible with the experimental fit is not used. We have done a classic case in the radiator industry, where 80% of the heat transfer resistance comes from air, which accounts for 80%, the other 10% is from the cooling water and the heat of the tube, and 9% is the material for itself. Heat conduction, the other 1% is from the flat tube material, which transfers this heat from the water to the magnetic sheet.
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Therefore, the core of the optimized design of the heat sink is still optimized on the air side. The radiator is a component of the thermal management system, which involves a change in the thermal management system. The engine itself has some heat sources, and it has to be changed. The miniaturization and power boost of the engine is a clear direction. It is determined that the amount of radiator of the radiator is not the size but the power, and the power determines the amount of radiator of the radiator. It is getting smaller and smaller, the power is getting higher and higher, and the space is saved under the premise of power boost. This requires stricter requirements for the heat sink. What is particularly obvious in China now is that to increase the power, the engine is small, and the displacement is small, there will be turbocharged, and the turbocharger has a qualitative change in the heat dissipation system. If it is a water-cooled turbocharged, a low-pressure radiator must be added. In electric vehicles and hybrid vehicles, low temperatures are still needed because the engine's heat is 90 degrees, and the low temperature tanks need 50 to 60 degrees. The heat source is used to cool the battery or battery components. This electricity is very obvious on the train, and there is biofuel, new. Energy, oil and steam, these changes in heat dissipation will not be very clear, but I believe there will be in the future.
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