Heat Exchanger, in Particular for an Over Critical Cooling Circuit
The invention relates to a heat exchanger (1), in particular for an over critical cooling circuit. Said heat exchanger comprises a block consisting of tubes (R) and ribs. A gaseous medium, in particular air, can flow over said ribs. A second medium, in particular a coolant, can flow through the tubes (R), which are arranged in at least four rows (1.1, 1.2, 1.3, 1.4, in particular in a cross-counter flow in relation to the gaseous medium.
Latest Patents:
- METHODS AND COMPOSITIONS FOR RNA-GUIDED TREATMENT OF HIV INFECTION
- IRRIGATION TUBING WITH REGULATED FLUID EMISSION
- RESISTIVE MEMORY ELEMENTS ACCESSED BY BIPOLAR JUNCTION TRANSISTORS
- SIDELINK COMMUNICATION METHOD AND APPARATUS, AND DEVICE AND STORAGE MEDIUM
- SEMICONDUCTOR STRUCTURE HAVING MEMORY DEVICE AND METHOD OF FORMING THE SAME
The invention relates to a heat exchanger, in particular for a supercritical refrigeration cycle as described in the preamble of patent claim 1.
Heat exchangers for supercritical refrigeration cycles require a pressure-resistant design of tubes and headers, since the refrigeration process takes place at high pressures, up to about 120 bar. Heat exchangers of this type have been disclosed by DE-A 199 06 289, DE-A 100 07 159 and WO 98/51983 A. These known heat exchangers are in some cases used as gas coolers in a supercritical refrigeration cycle operated with CO2 (R744); they are substantially characterized by a single-row design with two header tubes, i.e. one row of flat tubes which are formed as extruded multichamber tubes and have their ends secured in the header tubes and sealed, for example by brazing. The refrigerant flows through the gas cooler—as shown in DE-A 100 07 159—in serpentine form, i.e. in multiple flows, with the refrigerant being diverted in a plane perpendicular to the direction of flow of the air, i.e. over the height or width of the gas cooler.
EP-B 414 433 has disclosed a refrigerant condenser in which two single-row heat exchangers are arranged in series in the direction of air flow and are connected in series on the refrigerant side (known as duplex heat exchangers). In the known condenser, refrigerant and air are routed in cross-countercurrent to one another, i.e. the refrigerant enters the leeward heat exchanger (row of tubes) and leaves the condenser via the windward heat exchanger (row of tubes). Each row of tubes of a heat exchanger is divided into tube groups or tube segments, resulting in a decreasing cross section of flow for the condensing refrigerant. The rows of tubes comprise extruded flat tubes, between which corrugated fins are arranged. Each row of tubes, together with header tubes, forms a heat exchanger unit which is connected to the other heat exchanger unit by pieces of tube on the refrigerant side.
A similar multi-row heat exchanger, a liquefier for a refrigerant of a vehicle air-conditioning system, has been disclosed by EP-B 401 752. In this case too, refrigerant, i.e. a conventional refrigerant, such as R 134a, is routed in cross-countercurrent with ambient air; in general four rows of tubes are arranged in series on the air side. These are round tubes with flat fins, i.e. a mechanically joined heat exchanger block.
In motor vehicle air-conditioning systems, the condenser is arranged in the engine compartment of the motor vehicle upstream of the coolant/air cooler. The warmed air emerging from the condenser then flows through the coolant/air cooler. An arrangement of this type is also provided for gas coolers for CO2 air-conditioning systems of the type described in the introduction—i.e. the single-row design with a relatively large end face which is matched to the coolant/air cooler located downstream of it. This design and arrangement has various drawbacks: firstly, arranging a gas cooler upstream of the coolant cooler impedes the power of the coolant cooler, on the one hand on account of the additional pressure-side pressure drop caused by the gas cooler and on the other hand on account of the warming of air caused by the dissipation of heat from the gas cooler to the air flowing through. Secondly, the gas cooler arranged upstream of the coolant cooler, at certain driving operating points, only receives certain air quantities as a function of the driving speed or the fan power. The air-conditioning of the motor vehicle is therefore very much dependent on the driving state of the vehicle. Consequently, one problem on which the invention is based consists in providing a heat exchanger, in particular for a supercritical refrigeration cycle, which avoids the abovementioned drawbacks.
The article “Design Strategies for R744 Gas Coolers” von J. M. Yin, C. W. Bullard and P. S. Hrnjak (published in IIF-IIR Commission B1, B2, Purdue University USA-2000) compares and contrasts two configurations of gas coolers, namely what is known as the multi-pass heat exchanger, i.e. a single-row heat exchanger with medium flowing through it in multiple flows, and the multi-row countercurrent heat exchanger, in which three rows of tubes are provided connected in series on the refrigerant side. Since the refrigerant CO2 (R744) enters the gas cooler in the supercritical state, i.e. in a single phase, it has a relatively high temperature gradient, unlike conventional refrigerant (R134a), which condenses at a constant temperature. This temperature gradient can be effectively reduced in a three-row countercurrent heat exchanger, for which reason the authors prefer this solution. Similar conclusions are reached by the authors J. Peterson, A. Hafner, and G. Skaugen in their article “Development of compact heat exchangers for CO2 air-conditioning systems” (published in Int. J. Refrig. vol. 21, no. 3 pages 180-193, 1998). In this case too, the countercurrent heat exchanger (counterflow heat exchanger) with a reduced size of end face and increased depth in the direction of air flow is described as an advantageous gas cooler.
It is an object of the present invention to design a heat exchanger of the type described in the introduction which takes into account the conditions of a supercritical refrigeration cycle in terms of pressure and temperature gradient and has the highest possible efficiency (COP, i.e. coefficient of perfomance). Furthermore, the dimensions of this heat exchanger should be such that it can easily be accommodated in the engine compartment of a motor vehicle and can be supplied with sufficient cooling air.
This object is achieved by the features of patent claim 1. According to the invention, it is provided that the heat exchanger, which is preferably operated in countercurrent, has at least four rows of tubes, which are arranged in series in the direction of air flow. In this context, the term countercurrent is to be understood as meaning that the flow medium, preferably CO2, first of all enters the leeward row of tubes and emerges again from the windward row of tubes. The cooling air which enters the heat exchanger meets a flow medium which has already been (pre)cooled in at least three rows of tubes. In these four rows of tubes, through which the medium flows in succession, the temperature gradient with a temperature difference of approx. 100 degrees Celsius can be effectively eliminated with a sufficiently low pressure drop on the air side. Forming the heat exchanger in at least four rows allows the surface area of the end face to be reduced, so that the heat exchanger acquires compact dimensions verging on a cube, which has the advantage that the heat exchanger, in particular if it is used as a gas cooler of a CO2 air-conditioning system in the motor vehicle, can be accommodated at any desired point in the engine compartment of the vehicle. There is no need for it to be arranged upstream of the coolant cooler, which has the abovementioned drawbacks. The heat exchanger can be cooled by additional air passages and a special fan. This also makes it independent of the driving states of the motor vehicle, with the result that constant air-conditioning of the vehicle interior is ensured. Furthermore, it has been found that the efficiency (COP) of the heat exchanger according to the invention is scarcely any worse than a comparable prior art heat exchanger.
According to an advantageous configuration of the invention, at least five or optimally six rows of tubes are arranged in series, resulting in the advantage of a further boost to the power of the heat exchanger, without the air-side pressure drop and the weight rising excessively.
According to a further advantageous configuration of the invention, the tubes are formed as flat tubes, preferably as extruded multichamber tubes, and the fins are formed as corrugated fins, which together result in a brazed, pressure-resistant heat exchanger block with a high power.
In a further advantageous configuration of the invention, medium flows through all the tubes belonging to a row in parallel, and preferably medium flows through these rows of tubes in succession, in which case from tube row to tube row a so-called diversion over the depth takes place. The individual rows of tubes therefore alternately have medium flowing through them from the top downward and from the bottom upward, resulting in a long path for the flow medium in the tubes and effective cooling.
In an advantageous configuration of the invention, the individual rows of tubes have tube segments or tube groups through which medium can flow in succession—the flow medium is diverted “over the width” of a row of tubes, resulting in the advantage of a longer flow path and more extensive cooling of the flow medium.
In an advantageous refinement of the invention, just some or all of the rows of tubes can be divided into tube segments, so as to lengthen the flow path still further. The number of tubes in the tube segments corresponds to approximately half the number of tubes of a row of tubes, but may also deviate from this number, resulting in different tube segments. Therefore, for example in the case of horizontally arranged tubes, the flow velocity can be varied in the lower or upper region of the block, and therefore so too can the heat transfer.
In an advantageous configuration of the invention, each row of tubes has its own corrugated fins, i.e. the corrugated fins of adjacent rows of tubes are thermally decoupled or thermally isolated, resulting in maximum cooling of the flow medium.
However, in a further configuration of the invention, it may also be advantageous to provide one common, i.e. continuous corrugated fin for adjacent rows of tubes, for example two rows of tubes. This in particular has manufacturing technology benefits.
In a further advantageous configuration of the invention, one common, continuous corrugated fin is provided for all the rows of tubes, i.e. thermal coupling is implemented between the individual rows of tubes, resulting in a different temperature profile for the flow medium.
In an advantageous configuration of the invention, the tubes of adjacent rows of tubes are arranged aligned with one another, which is a precondition for example for continuous corrugated fins. This results in a lower pressure drop on the air side.
In a further advantageous configuration of the invention, however, the tubes may also be arranged offset with respect to one another, which although leading to a higher pressure drop on the air side does achieve a better heat exchanger power.
In a further advantageous configuration of the invention, the end face of the heat exchanger is square or at least approaches a square in terms of its height and width dimensions. An advantageous ratio of width to height is in the range from 0.8 to 1.2. This has the advantage that a fan behind or in front of the end face is sufficient to deliver the cooling air, since it sufficiently covers the end face.
In a further advantageous configuration of the invention, the end face has a surface area in the range from 4 to 16 dm2, resulting in a smaller end face compared to conventional heat exchangers combined, at the same time, with a greater depth, i.e. the heat exchanger has a compact shape approaching a cube and can therefore be arranged at any desired locations in the engine compartment. On the other hand, the power of the coolant cooler is no longer adversely affected by an upstream condenser or gas cooler.
In a further advantageous configuration of the invention, the abovementioned heat exchanger having the large number of refinements is used as a gas cooler in a supercritical refrigeration cycle of a motor vehicle air-conditioning system operated with CO2. This achieves all the advantages referred to above.
Exemplary embodiments of the invention are illustrated in the drawings and described in more detail in the text which follows. In the drawings:
Claims
1. A heat exchanger, in particular for a supercritical refrigeration cycle, having a block comprising tubes and fins, it being possible for a gaseous medium, in particular air, to flow over the fins, and it being possible for a second medium, in particular a refrigerant, to flow through the tubes, which are arranged in a plurality of rows, in particular in cross-countercurrent to the gaseous medium, wherein at least four rows of tubes are arranged in series in the direction of flow L of the gaseous medium.
2. The heat exchanger as claimed in claim 1, wherein at least five rows of tubes are arranged in series.
3. The heat exchanger as claimed in claim 1, wherein six rows of tubes are arranged in series.
4. The heat exchanger as claimed in claim 1, wherein the tubes are formed as flat tubes and the fins are formed as corrugated fins.
5. The heat exchanger as claimed in claim 4, wherein the flat tubes are formed as extruded multichamber tubes.
6. The heat exchanger as claimed in one of claim 1, wherein medium can flow through the tubes R of a row of tubes in parallel.
7. The heat exchanger as claimed in claim 6, medium can flow through the rows of tubes in series.
8. The heat exchanger as claimed in claim 1, wherein at least one row of tubes is divided into tube segments with individual tubes through which medium can flow in succession.
9. The heat exchanger as claimed in claim 8, wherein the rows of tubes which are divided into tube segments are arranged upstream of the undivided rows of tubes as seen in the direction of flow L of the gaseous medium.
10. The heat exchanger as claimed in claim 8, wherein all the rows of tubes are divided into tube segments through which medium can flow in series.
11. The heat exchanger as claimed in claim 10, wherein the tube segments have different numbers of tubes.
12. The heat exchanger as claimed in claim 10, wherein the tube segments have approximately equal numbers of tubes.
13. The heat exchanger as claimed in claim 10, wherein the ratio a/b of the numbers a, b of the tubes of two tube segments in a row of tubes is in a range from 0.7 to 1.35.
14. The heat exchanger as claimed in claim 8, wherein the tube segments are connected by header tubes and are separated by partition walls in the header tubes.
15. The heat exchanger as claimed in claim 1, wherein adjacent rows of tubes are connected to one another by diverter members (V).
16. The heat exchanger as claimed in claim 4, wherein the corrugated fins of the individual rows of tubes are thermally decoupled.
17. The heat exchanger as claimed in claim 4, wherein each case two rows of tubes have common, continuous corrugated fins.
18. The heat exchanger as claimed in claim 4. wherein all the rows of tubes have common, continuous corrugated fins.
19. The heat exchanger as claimed in claim 4, wherein the flat tubes of different rows of tubes are arranged aligned with one another.
20. The heat exchanger as claimed in claim 4, wherein the flat tubes of different rows of tubes are arranged offset with respect to one another.
21. The heat exchanger as claimed in claim 4, wherein the transverse pitch tR of the flat tubes is identical in all the rows of tubes.
22. The heat exchanger as claimed in claim 4, wherein the transverse pitch tR of adjacent rows of tubes varies.
23. The heat exchanger as claimed in claim 1, wherein the block has a finned end face with a height H and a width B, and in that the ratio of B/H is in the range from 0.8 to 1.2.
24. The heat exchanger as claimed in claim 23, wherein the end face is approximately square in form.
25. The heat exchanger as claimed in claim 23, wherein the end face has a surface area A in a range from 4 dm2 to 16 dm2.
26. The use of the heat exchanger as claimed in claim 1 as a gas cooler in a supercritical refrigeration cycle of a motor vehicle air-conditioning system, which is preferably operated with R744 (CO2).
Type: Application
Filed: Dec 6, 2004
Publication Date: Nov 8, 2007
Applicant:
Inventors: Kurt Molt (Bietigheim-Bissingen), Gerrit Wolk (Stuttgart)
Application Number: 10/585,871
International Classification: F28D 1/053 (20060101); F28F 9/02 (20060101);