WO2015197362A1 - Échangeur thermique - Google Patents

Échangeur thermique Download PDF

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Publication number
WO2015197362A1
WO2015197362A1 PCT/EP2015/062939 EP2015062939W WO2015197362A1 WO 2015197362 A1 WO2015197362 A1 WO 2015197362A1 EP 2015062939 W EP2015062939 W EP 2015062939W WO 2015197362 A1 WO2015197362 A1 WO 2015197362A1
Authority
WO
WIPO (PCT)
Prior art keywords
flow path
coolant
housing
tubes
heat exchanger
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2015/062939
Other languages
German (de)
English (en)
Inventor
Ulrich Maucher
David MERCADER
Jens Holdenried
Arthur Strehlau
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahle International GmbH filed Critical Mahle International GmbH
Priority to EP15727672.6A priority Critical patent/EP3161402B1/fr
Publication of WO2015197362A1 publication Critical patent/WO2015197362A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D21/0001—Recuperative heat exchangers
    • F28D21/0003—Recuperative heat exchangers the heat being recuperated from exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • F02M26/32—Liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/16—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation
    • F28D7/163—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation with conduit assemblies having a particular shape, e.g. square or annular; with assemblies of conduits having different geometrical features; with multiple groups of conduits connected in series or parallel and arranged inside common casing
    • F28D7/1653—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation with conduit assemblies having a particular shape, e.g. square or annular; with assemblies of conduits having different geometrical features; with multiple groups of conduits connected in series or parallel and arranged inside common casing the conduit assemblies having a square or rectangular shape
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/16—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation
    • F28D7/1684—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation the conduits having a non-circular cross-section
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F1/00—Tubular elements; Assemblies of tubular elements
    • F28F1/02—Tubular elements of cross-section which is non-circular
    • F28F1/04—Tubular elements of cross-section which is non-circular polygonal, e.g. rectangular
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F2250/00—Arrangements for modifying the flow of the heat exchange media, e.g. flow guiding means; Particular flow patterns
    • F28F2250/06—Derivation channels, e.g. bypass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F2265/00—Safety or protection arrangements; Arrangements for preventing malfunction
    • F28F2265/10—Safety or protection arrangements; Arrangements for preventing malfunction for preventing overheating, e.g. heat shields

Definitions

  • the invention relates to a heat exchanger for an exhaust system of a motor vehicle, comprising a housing and a plurality of tubes, which are flowed through by an exhaust gas and can flow around a coolant, wherein the tubes are arranged within the housing and the housing has a coolant inlet and a coolant outlet wherein the exhaust gas and the coolant are countercurrent to each other through the heat exchanger, wherein the inner volume of the housing is divided into a first flow path and a second flow path and the tubes are arranged within the second flow path, wherein the first flow path bypasses the second Flow path is formed.
  • heat exchangers are used to cool exhaust gas coming from the internal combustion engine.
  • a heat transfer is generated between the exhaust gas flowing in an exhaust gas line and a coolant in order to transfer heat from the exhaust gas to the coolant.
  • the cooled exhaust gas can be returned to the internal combustion engine as part of a so-called exhaust gas recirculation.
  • Tem exhaust gas By the addition of cooling Tem exhaust gas to the fresh air, which is guided for combustion in the combustion chamber, the pollutant emission of the internal combustion engine can be reduced.
  • One known in the art is a tube bundle heat exchanger.
  • the exhaust gas is guided therein by a plurality of tubes, which are arranged within a housing and are surrounded by a coolant.
  • a heat exchanger of this type is known.
  • the devices which are known from the prior art can be flowed through such that the exhaust gas and the coolant flow in substantially equal directions (direct current) or such that the exhaust gas and the coolant flow in opposite directions (countercurrent).
  • a heat exchanger for an exhaust line is known, which can be used both for a flow in the DC and for a flow in countercurrent.
  • a disadvantage of the devices in the prior art is in particular that it can come to the inlet side of the exhaust gas in the heat exchanger to overheating, which lead to boiling of the coolant within the heat exchanger. Boiling the coolant can cause damage to the coolant loop, and excessive boiling reduces overall thermodynamic efficiency.
  • a heat exchanger which provides two fluid inlets for the coolant and one fluid outlet for the coolant. Due to the additional fluid inlet, the coolant distribution at the inflow side of the exhaust gas can be improved, whereby the boiling of the coolant can be counteracted.
  • a disadvantage of this heat exchanger is that additional fluid connections must be provided, whereby the structure of the heat exchanger is complex and a larger space is needed. Presentation of the invention. Task. Solution. advantages
  • An embodiment of the invention relates to a heat exchanger for an exhaust system of a motor vehicle, with a housing and with a plurality of tubes, which are flowed through by an exhaust gas and are flowed around by a coolant, wherein the tubes are arranged within the housing and the housing has a coolant inlet and a coolant outlet, wherein the exhaust gas and the coolant are countercurrent to each other through the heat exchanger, wherein the inner volume of the housing is divided into a first flow path and a second flow path and the tubes are disposed within the second flow path, wherein the first flow path bypasses is formed to the second flow path, wherein the cross-sectional area of the first flow path between 15% and 65%, preferably between 30% and 50%, of the total flowed through by the coolant cross-sectional area of the housing, wherein the total of the coolant d flowed cross-sectional area of the housing is formed by the cross-sectional area of the first flow path and the cross-sectional area of the second flow path minus the cross
  • a bypass for the coolant is particularly advantageous in order to be able to guide the coolant within the housing in a targeted manner to the side at which the exhaust gas enters the tubes.
  • the exhaust gas At the inflow side of the exhaust gas, the exhaust gas has the highest temperature level, whereby the coolant is heated strongly in this area. In extreme cases, it may come to a strong boiling, so-called film boiling, the coolant in this area, whereby the coolant circuit can be damaged and the overall cooling capacity is reduced.
  • the bypass advantageously leads coolant directly from the coolant inlet to the inlet side of the exhaust gas without first receiving a significant amount of heat.
  • the coolant and the exhaust gas flow in countercurrent to one another, whereby the possible heat transfer between the exhaust gas and the coolant is maximized.
  • the coolant which flows through the second flow path, already enters into a heat transfer with the exhaust gas before it arrives at the inflow side of the exhaust gas by flowing around the pipes.
  • the heat absorption capacity is therefore lower than that of the coolant flowing through the bypass or the first flow path directly to the inflow side of the exhaust gas.
  • bypass and first flow path are used synonymously.
  • the first cross-sectional area is the cross-sectional area of the bypass (A B ) or the first flow path, while the second cross-sectional area is given by the entire flowed through by the coolant cross-sectional area (A T ) within the housing, for which purpose the cross-sectional area of the first flow path and the second flow path minus the cross-sectional area occupied by the tubes.
  • the ratio of the cross-sectional area A B to the cross-sectional area A T is preferably between 15% and 65%, particularly preferably between 30% and 50%. It has been found that different heat exchangers, which have a ratio of the cross-sectional areas in this area, have a particularly low coolant requirement in order to achieve a predetermined cooling capacity. Furthermore, the pressure loss of the coolant within the housing in such a large size range of cross-sectional areas is particularly low. A heat exchanger with the features of claim 1 is therefore particularly suitable for generating a maximum cooling capacity with minimal pressure loss. Heat exchangers with these features thus have a particularly favorable cooling characteristic. Moreover, it is advantageous if the tubes have a rectangular cross section, wherein the width of the cross section is in each case between 13 mm and 17 mm and the height is between 4 mm and 5 mm.
  • a rectangular cross section of the tubes is particularly advantageous in conjunction with a likewise rectangular housing cross section.
  • the tubes can be easily spaced apart from one another and from the housing so that suitable gaps are created between the tubes and the housing in order to ensure sufficient flow through the coolant.
  • the tubes have a rectangular cross-section, which has a width between 13 mm and 17 mm and a height between 4 mm and 5 mm. Tubes of this dimension are advantageous because they have a very good ratio of flow-through cross-section to the outer surface, which is particularly advantageous for applications in an exhaust system of a motor vehicle in order to achieve maximum cooling performance.
  • the usually expected exhaust gas temperatures of several hundred degrees Celsius, the usually prevailing coolant temperature and the exhaust gas temperature to be reached after cooling are decisive variables for the design of the heat exchanger.
  • the tubes are spaced apart from each other such that the central axes of the tubes are spaced apart by 14.5mm to 18.5mm in width and spaced 5.5mm to 6.5mm apart in height.
  • An arrangement with a pitch in the width of 14.5mm to 18.5mm and with a pitch in the amount of 5.5mm to 6.5mm is particularly advantageous for each given pipe sizes, as described above, each have sufficient gaps between to reach the adjacent pipes.
  • the gap size must be sufficiently large in order to avoid congestion or the generation of excessive pressure loss.
  • the first flow path is thermally insulated from the second flow path and / or the housing and / or the tubes and / or the coolant flowing around the tubes.
  • a thermal insulation is particularly advantageous as it results in the coolant flowing through the bypass or the first flow path being thermally decoupled from the coolant in the second flow path and in particular from the exhaust gas in the tubes. Therefore, the refrigerant after flowing out of the bypass into the second flow path in the region of the exhaust gas inflow side on a particularly large heat capacity, whereby a particularly large cooling effect can be generated and the boiling of the coolant can be effectively prevented. It is also expedient if the coolant inlet and the inflow side of the exhaust gas are arranged in the main direction of extension of the tubes at opposite end regions of the housing.
  • the arrangement of the coolant inlet and the inflow side of the exhaust gas at opposite end regions, a flow through the heat exchanger is achieved in countercurrent. This is particularly advantageous in order to be able to realize the largest possible heat transfer within the heat exchanger.
  • the tubes have turbulence-generating means on their inner surface and / or on their outer surface.
  • Turbulence generating means such as winglets or fins, are particularly advantageous for generating turbulence of the exhaust gas and / or the coolant. In turbulent flows, a greater heat transfer can be achieved than in laminar flows. In addition, congestion of the coolant and the resulting high temperature areas can be reduced or completely avoided.
  • a further preferred embodiment is characterized in that the inflow direction and / or the outflow direction of the coolant in each case forms a normal to the main flow direction of the tubes.
  • Such an arrangement of the coolant inlet and the coolant outlet is particularly preferred in order to obtain the most compact possible design. Furthermore, it is advantageous, since in particular by an inflow direction of the coolant, which is aligned as normal to the main flow direction of the tubes, an advantageous distribution of the coolant over the entire cross section of the housing can be achieved.
  • the propagation direction of the coolant is here in direct extension of the inflow direction, whereby the coolant must undergo no or only insignificant deflections in order to distribute itself completely over the cross section of the housing.
  • the first flow path is formed on one of the inner surfaces of the housing and is separated by a wall of the second flow path.
  • An arrangement of the first flow path or the bypass on one of the inner surfaces of the housing is advantageous in order to carry out the bypass spatially separated from the tubes extending through the housing. This serves to simplify the flow guidance and furthermore reduces the heat transfer from the pipes or the exhaust gas flowing therein to the coolant in the bypass.
  • the wall has one or more openings which each form a coolant passage between the first flow path and the second flow path.
  • a passage of the coolant from the second flow path in the first flow path or from the first flow path in the second flow path through openings in the bypass-limiting wall is possible.
  • the coolant can be easily exchanged between the two flow paths.
  • the openings are arranged in the region of the coolant inlet and the coolant outlet.
  • the channel has a shorter extension along the main extension direction of the tubes than the interior of the housing, wherein the open end regions of the channel open freely into the internal volume of the housing.
  • a shorter extension of the channel compared to the interior of the housing can be ensured that the open end portions of the channel do not abut against the walls of the inner volume of the housing, whereby a fluid could be made difficult by the second flow path into the bypass.
  • the channel can also have openings which allow fluid to pass between the flow paths.
  • the coolant it is expedient for the coolant to be able to flow from the coolant inlet through the first flow path into the second flow path and / or when the coolant from the first flow path through the second flow path to the coolant outlet can be flowed.
  • the coolant may flow either from the coolant inlet directly into the second flow path and from there through the opening into the bypass or directly from the coolant inlet into the bypass and through the opening into the second flow path.
  • the coolant outlet is Preferably arranged on the opposite side of the bypass housing to achieve that the coolant from the bypass flows in any case through the opening in the second flow path before it flows out of themém ' t lttelaus- lass. In this way, the additional cooling of the exhaust gas inflow side, which is arranged at the end region of the heat exchanger which also has the coolant outlet, ensured.
  • the tubes are accommodated at the end in tube plates which delimit the area of the housing through which the coolant can flow in a direction along the main flow direction of the tubes.
  • Tube bottoms are advantageous in order to form a receptacle for the tubes and furthermore to achieve a limitation of the area through which the coolant flows in the housing.
  • diffusers or other elements can be connected, which favor in particular the supply and discharge of the exhaust gas into the tubes or out of the tubes out.
  • Fig. 1 shows two sectional views of a heat exchanger, as it is known from
  • FIG. 2 shows two sectional views of an alternative heat exchanger, as known from the prior art
  • 3 shows two sectional views of a heat exchanger, wherein a bypass to the main flow path of the coolant is arranged in the interior of the housing
  • FIG. 4 shows two sectional views of a heat exchanger according to FIG. 3, wherein the coolant inlet is arranged on the same side of the housing as the coolant outlet,
  • FIG. 5 is a graph showing on the X-axis the ratio of the cross-sectional area of the bypass in relation to the total cross-sectional area of the heat exchanger flowed through by the coolant and on the Y-axis the percentage reduction of the coolant requirement, and
  • FIG. 6 is a diagram showing on the X-axis the ratio of the cross-sectional area of the bypass in relation to the total of
  • Coolant flows through cross-sectional area of the heat transfer, wherein on the Y-axis of each resulting pressure loss is plotted.
  • FIG. 1 shows a heat exchanger 1, which has a housing 2. Through the housing 2, a plurality of tubes run 3. The tubes 3 protrude left and right beyond the housing 2 and end are preferably received by tube plates, which close the housing 2 to the left and right.
  • the tubes 3 can be flowed through by an exhaust gas.
  • Reference numeral 4 designates the inflow side from which exhaust gas can flow into the tubes.
  • the outflow side is identified by the reference numeral 7.
  • diffusers may additionally be arranged on the inflow side and the outflow side, which supports the inflow of the exhaust gas into the tubes and the outflow of the exhaust gas out of the tubes.
  • the housing 2 has a coolant inlet 5 on the right-hand side of the upper wall. This can be formed for example by an opening in the housing or by a connecting piece. Through the coolant inlet 5, a coolant can flow into the housing 2. At the left end on the lower housing wall, a coolant outlet 6 is arranged, through which the coolant can flow out of the housing 2.
  • the housing 2 is flowed through by coolant from the right side from the coolant inlet 5 to the left side to the coolant outlet 6.
  • the tubes 3 are in this case flows around by the coolant, while they are flowed through by the exhaust gas.
  • the flow path for the coolant inside the housing 2 is designated by the reference numeral 8.
  • the coolant flows from above through the coolant inlet 5 into the housing 2 and flows out downwards through the coolant outlet 6 out of the housing 2.
  • the main flow direction of the exhaust gas in the tubes 3 and the main flow direction of the coolant in the flow path 8 inside the housing are formed in opposite directions to each other in the so-called countercurrent.
  • the tubes 3 are arranged one above the other in three rows of three, resulting in each case between the tubes 3 and the inner walls of the housing 2 gaps, which can be flowed through by the coolant.
  • the number and arrangement of the tubes is exemplary and can be varied as desired in alternative embodiments.
  • FIG. 1 and the following FIG. 2 represent heat exchangers, as known from the prior art.
  • FIG. 2 shows a heat exchanger 1, as already shown in FIG.
  • the coolant inlet 9 is not disposed on the upper outer wall of the housing 2, but like the coolant outlet 6 also on the lower outer wall. This can also be seen in the left part of Figure 2.
  • FIG. 3 shows a view of a heat exchanger 20. Similarly to the heat exchanger 1 of FIG. 1, a coolant inlet 5 is arranged on the upper end wall of the housing 2 and a coolant outlet 6 on the lower outer wall on the left end region Inner a first flow path 22 and a second flow path 21st
  • the first flow path 22 can, as shown in FIGS. 3 and 4, be formed by a channel 23 which is arranged above the tubes 3 within the housing 2 and a spatial separation of the first flow path 22 generated by the second flow path 21.
  • the first flow path can be separated from the second flow path, for example, by a wall extending between two opposite inner surfaces of the housing.
  • a clearance 24 is formed between the channel 23 and the housing 2 at the right-hand end region of the housing 2, and a free space 25 is formed at the left-hand end region. Through these free spaces 24, 25, which are formed by a spacing of the channel end to the housing inner wall, coolant can flow between the first flow path 22 and the second flow path 21.
  • the channel which delimits the first flow path can also extend over the entire length of the housing.
  • the channel advantageously has openings in one of its walls, which allow an overflow of the fluid between the flow paths. Furthermore, through openings in the walls also fluid communication of the channel with the coolant inlet and the coolant outlet can be generated.
  • FIG. 3 shows that the coolant flows into the housing 2 along the coolant inlet 5, where it flows vertically downwards into the second flow path 21 and also flows into the first flow path 22.
  • the coolant in the second flow path 21 flows around the tubes 3, whereby a heat transfer between the exhaust gas flowing in the tubes 3 and the coolant is generated.
  • the coolant in the first flow path 22, however, flows substantially thermally decoupled within the acting as a bypass first flow path 22 to the left and there exits the channel 23 from the end.
  • the coolant from the first flow path 22 and the second flow path 21 finally flows downwardly in a direction transverse to the main flow direction of the tubes 3 and out of the housing 2 through the coolant outlet 6.
  • the coolant in the first flow path 22 is thus passed directly to the inflow side 4 of the tubes 3, where it absorbs the heat of the exhaust gas. Since the coolant flowed through the first flow path 22 has a higher heat absorption capacity than the coolant which has already flowed along the tubes 3 through the second flow path 21, particularly good cooling at the inflow side 4 of the exhaust gas can be achieved.
  • the rectangular cross-section of the channel 23, which forms the bypass for the coolant can be seen.
  • the channel 23 is arranged above the tubes 3 at a distance from the tubes 3 in the housing 2. Furthermore, the division of the housing 2 in the first flow path 22 and the second flow path 21 can be seen.
  • FIG. 4 shows an alternative embodiment of the heat exchanger 20, wherein the coolant inlet 9 and the coolant outlet 6 are arranged on the lower outer wall of the housing 2.
  • the heat exchanger 20 of Figure 4 is carried out analogously to Figure 2, wherein in the interior of the housing 2, a channel 23 is also arranged as a bypass for the coolant.
  • the tubes 3 and the channel 23 have a rectangular cross-section. This is particularly advantageous in conjunction with the likewise rectangular cross-section of the housing 2 in order to achieve a uniform arrangement of the tubes 3 in the interior of the housing 2.
  • the cross-sectional shapes of the tubes, the channel and the housing may also differ.
  • the embodiment shown in FIGS. 3 and 4 is exemplary and has no restrictive character, in particular with regard to the geometry of the individual elements, the choice of material and the arrangement of the elements relative to one another.
  • FIG. 5 shows a diagram 30.
  • the ratio between the cross-sectional areas A B and A T is plotted in percent.
  • the X-axis shows ratios of 0% at the intersection of the axes 31, 32 and a maximum of 90%.
  • the Y-axis 32 shows the percentage reduction of the coolant requirement to achieve a defined exhaust gas temperature.
  • the Y-axis 32 shows values of 0% coolant reduction at the intersection of the axes 31, 32 up to a maximum of 35% reduction. In particular, no absolute values are plotted on the Y-axis 32, but in each case relative values for the individual heat exchangers 33 to 36.
  • the heat exchangers 33 to 36 are respectively flowed through in countercurrent.
  • the heat exchangers 33 to 36 may each differ by further geometrical configurations.
  • the number of tubes, the cross section of the tubes, the configuration of the inner and outer walls of the tubes or the spacing of the tubes can vary from one another. It can be seen that especially at a ratio of A B to A T above 15% and below 65%, the percentage reduction of the coolant requirement is increased compared to the ratios of A B to A T below 15% and above 65%. The ratio of 15% is indicated by the dashed line by the reference numeral 50.
  • the ratio of 65% is indicated by the dashed line by the reference numeral 51. Especially with a ratio of A B to A T in the range of 30% to 50%, the percentage reduction in the coolant requirement is particularly high.
  • the ratio of 30% is indicated by the dotted line with the reference numeral 52 and the ratio of 50% with the dashed line by the reference numeral 53.
  • the marking of the ratios 15%, 30%, 50% and 65% are indicated by the same reference numerals 50 , 52, 53 and 51 also for the following figure 6.
  • FIG. 6 shows a diagram 40, wherein on the X-axis 41, the ratio of A B to A T in percent is plotted and on the Y-axis 42, the pressure loss in percent.
  • the graph 40 likewise shows measured values for four heat exchangers 33, 34, 35 and 36.
  • the X-axis 41 forms, analogous to the X-axis 31 of FIG.
  • the Y-axis 42 shows a percentage of each of the heat exchanger 33 to 36 resulting pressure loss.
  • the Y-axis 42 shows values of 0% pressure loss at the intersection of the axes 41, 42 up to a maximum of 120% pressure loss at the upper end of the Y-axis 42.
  • the Y-axis 42 shows in particular no absolute values, but on the percentage representation relative values of the individual heat exchangers 33 to 36 to each other. It can be seen that the pressure loss in a range in which the ratio of A B to A T is between 15% and 65%, is lower than above 65% and below 15%.
  • the range in which the ratio of A B to A T is between 30% and 50% has the lowest values for the pressure loss.
  • Heat exchangers which have a ratio of the cross-sectional areas of 15% to 65% and preferably from 30% to 50%, are therefore particularly well suited to achieve a high thermodynamic efficiency with the lowest possible coolant requirement with the lowest possible pressure loss. Heat exchangers of this type are also suitable for generating a high cooling capacity.
  • the ratio of the cross-sectional areas A B to A T determines the dimension of the bypass relative to the total area through which the coolant flows.
  • a ratio of A B to A T between 30% and 50% is preferably to achieve in order to achieve the highest possible thermodynamic efficiency with the lowest possible coolant requirement and the lowest possible pressure loss ,
  • a low pressure loss is advantageous because the pumping power required to convey the coolant can be lower, whereby the corresponding pump can preferably be dimensioned smaller.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Thermal Sciences (AREA)
  • Geometry (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)

Abstract

L'invention concerne un échangeur thermique (20), destiné à une ligne d'échappement d'un véhicule automobile, qui comprend un boîtier (2) et une pluralité de tubes (3) qui peuvent être traversés par un flux de gaz d'échappement et autour desquels un réfrigérant peut circuler. Les tubes (3) sont disposés à l'intérieur du boîtier (2) et le boîtier (2) possède une entrée de réfrigérant (5, 9) et une sortie de réfrigérant (6). Les gaz d'échappement et le réfrigérant peuvent circuler à travers l'échangeur thermique (20) mutuellement à contre-courant. Le volume intérieur du boîtier (2) est divisé en une première voie d'écoulement (22) et une deuxième voie d'écoulement (21) et les tubes (3) sont disposés à l'intérieur de la deuxième voie d'écoulement (21). La première voie d'écoulement (22) forme une dérivation par rapport à la deuxième voie d'écoulement (21). L'aire de section transversale (AB) de la première voie d'écoulement (22) va de 15 % à 65 %, de préférence de 30 % à 50 %, de l'aire de section transversale totale (AT) du boîtier (2) qui est traversée par le courant de réfrigérant, et l'aire de section transversale totale (AT) du boîtier (2) qui est traversée par le courant de réfrigérant est formée par l'aire de section transversale (AB) de la première voie d'écoulement (22) et l'aire de section transversale de la deuxième voie d'écoulement (21) moins l'aire de section transversale occupée par les tubes (3).
PCT/EP2015/062939 2014-06-25 2015-06-10 Échangeur thermique Ceased WO2015197362A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15727672.6A EP3161402B1 (fr) 2014-06-25 2015-06-10 Échangeur thermique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014212242.2 2014-06-25
DE102014212242.2A DE102014212242A1 (de) 2014-06-25 2014-06-25 Wärmeübertrager

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CN110337575A (zh) * 2017-01-23 2019-10-15 法雷奥热力股份有限公司 用于气体的热交换器

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EP3161402A1 (fr) 2017-05-03
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