DE102014108989A1 - Branch for a refrigerant flow of a refrigerant circuit - Google Patents

Abstract

A branch for a refrigerant flow of a refrigerant circuit (10), in particular a battery cooler circuit (30), has an inlet (52) and at least two outlet lines (58) leading to two cooling branches (34, 36), wherein the branching device (44) at least one throttle stage is integrated.

Description

The invention relates to a branch for a refrigerant flow of a refrigerant circuit, in particular a battery cooler circuit.

In electrically powered vehicles or in hybrid vehicles, the battery modules develop heat during operation, which is often dissipated via a cooling circuit. Here it makes sense to use a partial cooling circuit of an already provided in the vehicle vehicle air conditioning system for cooling the battery modules.

Since most of the battery cells are combined to separate battery modules that are thermally decoupled from each other, so that no heat exchange between the battery modules, the battery cooler circuit is often divided into several cooling branches, which are each associated with one or more of the battery modules. The cooling branches should be flowed through in parallel by the refrigerant.

It is known to associate the battery cooling circuit with its own expansion device, which is provided between an outlet of the gas cooler and an inlet into a branching device, which divides the refrigerant into the individual cooling branches. As expansion device while a known thermostatic expansion valve (TXV) is used, which controls the refrigerant flow according to the conditions in the battery cooler circuit. The pressure drop in the thermostatic expansion valve is about 60 to 95% of the total pressure difference, while the pressure drop in the branching is only 3 to 10%. This is due to the fact that the pressure difference between the high-pressure branch and the low-pressure branch of the vehicle air-conditioning system is significantly greater at high ambient temperatures than at low temperatures. However, even at the minimum operating temperature and thus a minimum pressure difference, the thermostatic expansion valve must supply the evaporator with a sufficient amount of refrigerant, ie a sufficient refrigerant flow, and this is only possible if the pressure drop in the branch is low. Therefore, known branchers are designed for a low pressure drop.

In order to ensure the longest possible service life of the individual battery cells, only a very small temperature difference of not more than 5 K between the individual battery cells may prevail. However, the low pressure drop across the splitter makes it difficult to homogeneously distribute the refrigerant, which is always present in a liquid-gaseous mixture before the splitter at higher temperatures, to the various cooling branches.

Due to the phase mixture in the branching it is also necessary to install the known branching in exact vertical orientation, in order to achieve a homogeneous distribution of the two-phase mixture on the various outlet pipes even at a low flow.

In the cooling of battery modules is added that cooling even at low ambient temperatures of e.g. down to -10 ° C or less, unlike passenger compartment cooling, which is normally off at these temperatures.

At such low temperatures, however, the proportion of liquid refrigerant before the branching agent is substantially 100%, after which the known branching agents are not designed.

The object of the invention is to ensure a homogeneous cooling performance in a battery cooling circuit over the entire range of ambient temperatures summer and winter, at the same time the cost and the size of the system can be reduced.

This object is achieved with a branch for a refrigerant flow of a refrigerant circuit, in particular a battery cooler circuit, with an inlet and at least two outlet lines, which lead to two cooling branches, wherein at least one throttle stage is integrated in the branch. By combining the functions of distributing the refrigerant and reducing the pressure in a single component, the size and the manufacturing costs were reduced. Compared to known arrangements, the distance between the expansion device, so the pressure reducer, and the branch on the individual cooling branches can be significantly reduced, resulting in a more uniform distribution, especially of the liquid portions of the refrigerant to the individual cooling branches. Thus, a uniform and sufficient supply of the individual cooling branches of the battery cooling circuit is ensured with liquid refrigerant.

In a preferred embodiment, the throttle stage is arranged upstream of a branch point on the individual outlet lines, wherein the throttle stage is in particular directly upstream of the branch point. Due to the spatial proximity of the throttle point for dividing the refrigerant flow to the individual outlet lines, the liquid phase and the gas phase in the refrigerant flow are still completely mixed after the throttle point, so that a homogeneous distribution of the refrigerant including the liquid portions of the refrigerant is ensured on the individual outlet lines. Since the cooling performance mainly with the Evaporation of the liquid phase of the refrigerant is linked, so can achieve a very homogeneous cooling performance in both cooling branches.

When using a throttle stage upstream of the branch point, it has proven to be advantageous to use a filter directly downstream of the throttle stage to keep the liquid phase and the gas phase well mixed in the refrigerant and the best possible homogenization of the two phases in the distribution to the individual outlet lines to reach.

In another preferred embodiment, the throttle stage is located downstream of a branch point on the two exhaust ducts. The pressure at the inlet of the branching device can then still correspond almost to the pressure of the high-pressure side in the refrigerant circuit, and the thermodynamic state of the refrigerant is still supercritical, at least at high ambient temperatures. At the branching point itself, the refrigerant is in a single-phase state and is thus easily distributed evenly among the individual outlet lines without the known problems of distribution of a two-phase mixture occurring.

Preferably, the throttle stage has a throttle point, that is to say a narrowing of the flow cross-section, in each of the outlet lines, which are in particular of the same design, so that the same conditions prevail in all outlet lines and in all cooling branches supplied by them.

It is possible to form the throttle point of the throttle stage through a calibrated bore. The calibrated bore is preferably formed directly in a body of the splitter and is an integral part of either a main conduit upstream of the branch point or one of the outlet conduits downstream of the branch point. The length and inside diameter of the calibrated bore can be determined very accurately and reproducibly finished, so that Pressure drop over the throttle point is precisely adjustable. In addition, it is not necessary to use additional components.

If the throttle stage is provided in the outlet ducts, then the calibrated bore can be made directly adjacent to the branching point of the main duct, in order to keep the length of the branching apparatus small.

According to another preferred embodiment, the throttle stage has a throttle point which is formed by an inserted tube with calibrated inner diameter. In this case, a separate pipe in the inlet, the main line and / or the outlet lines is used according to the known principle for reducing pressure in order to achieve a precise reduction of the flow cross section at the throttle point. Such tubes are easily and inexpensively vorfertigbar with high accuracy and can be used and secured at a suitable location in the branch.

For attachment of the tube in the body of the splitter, the tube may for example be inserted into a threaded sleeve, which is screwed into the body of the splitter. This is conceivable both for throttle points in the region of the inlet or the main line of the branching device and for throttling points in the region of the outlet lines. Thus, a simple replacement and easy maintenance of the throttle is possible.

It is beneficial to provide an end stop on the threaded sleeve which provides for accurate positioning of the tube within the body of the splitter.

Suitable inner diameters for the restriction, for both a calibrated bore and a calibrated inner diameter tube, are for example between 0.2 and 1.0 mm, and a suitable length is between 10 and 40 mm. As the throttle body length increases, the stability of the flow increases and the sensitivity to the build-up of vibrations in the flow decreases.

To prevent contamination of the throttle points, a filter is preferably arranged upstream of the throttle point.

In one possible embodiment, a two-stage pressure reduction is provided by two flow-sequential throttle stages, each comprising at least one throttle point. In this case, a first throttle stage may be provided upstream of the branch point in a main line or in the region of the inlet of the splitter, and a second throttle stage may be arranged downstream of the branch point in the outlet lines.

The inner diameter of the throttle points is fixed in each case and not changeable without a structural replacement of the splitter or the pipe used.

About the formation of the throttle points, namely their arrangement, cross-section and length of the desired pressure drop across the branch is set.

For example, the branching agent may cause about 10 to 50% of the total pressure drop.

At ambient temperatures of about between 20 and 40 ° C, so under summer conditions, the refrigerant is preferably located at the inlet of the splitter, the refrigerant is still substantially in the supercritical or liquid state with only a single phase.

At low ambient temperatures of about -10 to 0 ° C, so in winter use, the refrigerant is preferably at the inlet of the splitter completely in its liquid phase. Even in this case, a homogeneous distribution on the two outlet pipes is easily possible.

Preferably, in no operating state, the refrigerant flow after the branch point clearly separated phases, so that there is always a homogeneous distribution of the refrigerant flow to the two outlet lines. Thus, a uniform cooling of the battery modules is always ensured in both cooling branches. In addition, the sensitivity to a deviation from a vertical mounting position is significantly reduced.

In a preferred embodiment, the branching device has two outlet lines. Of course, it would be possible to provide three or more outlet lines instead of two outlet lines in the branch. It is equally possible to connect a further identical or similar constructed battery cooler circuit in parallel to a battery cooler circuit with a described branching.

The invention will be described in more detail below with reference to several embodiments with reference to the accompanying figures. In the drawings show:

1 a schematic representation of a vehicle air conditioner with a battery cooler system with a branching device according to the invention;

2 a schematic sectional view of a branch according to the invention in a first embodiment;

3 a schematic sectional view of a branch according to the invention in a second embodiment;

4 a schematic sectional view of a pressure reducer with a branch according to the invention in a third embodiment;

5 a schematic representation of a switching cycle of a shut-off valve of a pressure reducer of the battery cooling system;

6 a diagrammatic representation of the maximum pressure difference at the pressure reducer of the battery cooling system as a function of the ambient temperature;

7 a diagrammatic representation of the enthalpy difference for the evaporation of R744 depending on the ambient temperature; and

8th a Mollier diagram of the refrigerant R744 with the operating range of the battery cooler system at low and high ambient temperatures.

1 shows a refrigerant circuit 10 a non-illustrated vehicle air conditioning. A refrigerant, here R744, flows through several partial cooling circuits. It is in a compressor 12 compacted before being in a gas cooler 14 is cooled, for example by means of cooling by ambient air. The gaseous, high pressure refrigerant then passes through an internal heat exchanger 16 in which it gives off part of its heat energy to back-flowing, expanded refrigerant.

In a first partial cooling circuit 18 the refrigerant flows through an evaporator 20 the vehicle air conditioner with which, for example, a vehicle interior is cooled.

Upstream of the evaporator 20 is a shut-off valve 22 arranged over which the partial cooling circuit 18 can be shut off when cooling is not needed. In this example, the shut-off valve contains 22 a pressure reducing stage in the form of an opening with a reduced cross section, which acts as a throttle point and causes a partial relaxation of the refrigerant via the pressure reduction.

The pressure reduction from the high pressure to the low pressure side takes place here as for R744 refrigerant circuits known with a fixed predetermined cross-sectional constriction. The diameter of this restriction is u.a. selected depending on the required power of the evaporator.

The shut-off valve 22 is via a bypass line 24 with a safety valve 26 bridged. The safety valve 26 is designed so that there is a refrigerant flow through the partial cooling circuit 18 allows when at the safety valve 26 a critical pressure threshold is reached, which may for example be about 120-150 bar (12-15 MPa).

In general, when using R744 as a refrigerant, the refrigerant circuit must be protected against overpressure. This is done through the safety valve 26 achieved, which opens in the case of a sudden pressure increase a flow connection from the high pressure side to the low pressure side of the refrigerant circuit. These Bypass function is available in all operating conditions. Such a pressure increase can occur, for example, at a strong vehicle acceleration, in which the compressor flow rate can not be regulated down fast enough, so that a large amount of gas in the gas cooler 14 is directed.

That from the evaporator 20 Backflowing refrigerant passes through the inner heat exchanger again 16 as well as an accumulator 28 in which any existing liquid refrigerant is separated before the refrigerant to the compressor 12 flowing back.

Parallel to the first partial cooling circuit 18 the refrigerant flows through a battery cooler circuit 30 , the part of a battery cooler system 32 is. The battery cooler circuit can have a cooling capacity of about 0.5 to 2 kW. Battery cells of a hybrid or electric vehicle (not shown in detail) are arranged here in several modules, of two parallel cooling branches 34 . 36 be cooled. The battery cooler circuit 30 So it divides here into two cooling branches 34 . 36 after passing through the battery modules in a common return suction line 38 lead. The cooling branches 34 . 36 serve as an evaporator, in which the liquid refrigerant contained in them absorbs the heat of the battery cells and thereby passes into the gaseous state.

Downstream of the evaporator outlet 20 opens the first partial cooling circuit 18 in the return suction line 38 ,

Upstream of the two cooling branches 34 . 36 is a pressure reducer 40 arranged. In the variant shown here, the pressure reducer 40 a shut-off valve 42 on that upstream of a splitter 44 is arranged.

In a possible embodiment, which will be described later (see 4 ), are the shut-off valve 42 and the branching 44 combined in a single component. But they can also be designed as separate components. It would also be possible on the shut-off valve 42 to dispense and the pressure reduction completely over the branching 44 perform.

The shut-off valve 42 is with a controller 46 connected to the opening state of the shut-off valve 42 can determine. In this example, the shut-off valve 42 take only the two control states "open" and "closed".

Immediately downstream of the shut-off valve 42 In this example, a temperature sensor T _{1 is} arranged, which is also connected to the controller 46 connected is. Immediately at the junction 48 the two cooling branches 34 . 36 Here is a second temperature sensor T _{2 is} provided, which also with the controller 46 connected is.

In the 2 to 4 are different embodiments of the splitter 44 shown. For reasons of clarity, the reference numeral is used for all three embodiments 44 used.

The in 2 illustrated branching 44 has a body 50 in which an inlet 52 left out in a main line 54 passes. At the end of the main line 54 there is a branch point 56 from which the main line 54 in two outlet lines 58 divides, which are each formed the same in these examples. Each of the outlet pipes 58 goes into an outlet 60 over, over which the respective outlet line 58 with one of the two cooling branches 34 . 36 the battery cooler circuit 30 connected is.

In the branch 44 a throttle stage is integrated, which has a constriction acting as throttle point and thus causes a pressure reduction downstream of the throttle point.

In the in 2 The example shown is the throttle stage by a respective calibrated hole 62 with fixed diameter and length in each of the outlet lines 58 realized. In this case, the calibrated hole closes 62 directly to the junction. 56 and thus lies directly downstream of the main line 54 ,

Instead of a branch in two outlet lines 58 could also have a branch in more than two outlet lines 58 be provided. In the same way it would be possible to have several distributors 44 in further, to the battery cooler circuit 30 to provide parallel battery cooling circuits (not shown).

In this example, the throttle level is after the branch point 56 intended. This causes the refrigerant to be in the main line 54 completely or substantially completely a single phase (depending on the ambient temperature supercritical or liquid, as will be described below) evenly on the two outlet lines 58 is split. Due to the uniform state of aggregation is also a deviating from the vertical mounting position of the splitter 44 unproblematic.

Inside the inlet 52 here is a filter 64 provided, a contamination of the splitter 44 prevented.

The inlet 52 is in these examples in a spigot 66 formed over which the branching 44 with the piping of the battery cooler circuit 30 or with the shut-off valve 42 can be connected (see 4 ).

The calibrated bore 62 For example, has a diameter of 0.2-1.0 mm and a length of 10-40 mm, with increasing length of the throttle point, the flow is more stable and also reduces the tendency to build up oscillations in the flow.

3 shows an embodiment of a splitter 44 , in which the throttle stage in the area of the main line 54 is provided. In this case, the pressure reduction takes place before the branch point 56 ,

After the throttle is a filter 68 arranged, which homogenizes the refrigerant after the throttle point by the liquid and gaseous components are mixed, so that a homogeneous distribution on the two outlet lines 58 he follows.

In the example of 3 is the throttle point through a separate, inserted tube 70 formed with a calibrated inner diameter. Inner diameter and length can be as with the calibrated bore 62 of the previous embodiment can be selected.

For fixing the pipe 70 in the body 50 of the splitter 44 is a screw socket 72 provided in the connecting piece 66 of the inlet 52 is screwed. Instead of the screw sleeve 72 could also be used a plug-in sleeve, which in the connecting piece 66 is plugged in.

The screw sleeve 72 has an end stop 74 on, for an accurate positioning of the pipe 70 in the main 54 provides.

Inlet side is the tube 70 from a filter 64 covered, a fouling of the splitter 44 prevented.

The calibrated inside diameter of the inserted pipe 70 can be produced with high precision as a bore.

Instead of the inserted tube 70 could also have a calibrated hole in the body in the main 50 be trained, as in the example of the 2 for the outlet pipes 58 is described. Analog could also be found in the 2 illustrated embodiment instead of the calibrated holes 62 in the outlet pipes 58 one pipe each 70 be used with calibrated inner diameter.

It is also possible, not just a throttle point in the branch 44 provide, but two flow consecutive throttle points, wherein the first throttle point in the main line 54 is arranged and the second throttle point by a respective restriction in each of the outlet lines 58 is formed.

4 shows a pressure reducer 40 having two flow-sequential throttle stages.

The pressure reducer 40 is here from a branch 44 and a shut-off valve 42 assembled over the connecting piece 66 of the splitter 44 screwed together. The branching 44 corresponds in this example to the in 2 illustrated branching 44 , But it could also be a branching after the in 3 illustrated embodiment or another suitable branching 44 be used.

The shut-off valve 42 is in this example by an electromagnet 76 switched with the controller 46 of the battery cooler system 32 connected is. About the electromagnet 76 becomes the shut-off valve 42 switched between its two switching states "open" and "closed", wherein the flow of refrigerant through the inlet 78 the shut-off valve 42 either fully authorized or completely stopped.

Directly downstream of a valve seat 80 the shut-off valve 42 is realized a first throttle stage, in this case by a calibrated bore 82 which represents a restriction of the flow cross section for the refrigerant. The cross section of the calibrated bore 82 is opposite the cross section of the inlet 78 and also opposite the cross section of the subsequent inlet 52 of the splitter 44 reduced. This way, in the calibrated bore 82 causes a first relaxation of the refrigerant and a first pressure reduction.

In the branch 44 is formed a second throttle stage, in this case by the through the calibrated holes 62 in the outlet pipes 58 formed constrictions, which cause a second pressure reduction and further relaxation of the refrigerant.

Instead of the calibrated hole 82 in the body of the shut-off valve 42 could also be in the inlet 52 the splitter 44 a calibrated hole or pipe 70 be provided with calibrated inner diameter. This would be the structure of the shut-off valve 42 further simplify.

From the outlet pipes 58 the refrigerant flows into the two cooling branches 34 . 36 of the battery cooler circuit 30 ,

In the in 1 The illustrated embodiment is the battery cooler system 32 designed so that at low ambient temperatures under "winter conditions", ie at a temperature between about -10 and 0 ° C, a pressure difference of about 10 bar and an enthalpy difference of about 240 kJ / kg is achieved via the pressure reducer. The pressure difference can also be due to a pressure difference between the high pressure and the low pressure side of the entire refrigerant circuit 10 be designed. These parameters are determined by the specific design of the throttle stages of the pressure reducer 40 reached.

Importantly, the refrigerant flow achieved by the cross-sectional reductions in the throttle stages is large enough to provide sufficient cooling capacity for the battery modules in the battery cooler circuit 30 even at the low ambient temperatures. Under these environmental conditions, the phase boundary to the supercritical state is only exceeded by about 1 to 5 Kelvin (see also 8th ).

At the ambient temperatures prevailing in summer, ie temperatures up to approx. +40 ° C, there is a considerably higher pressure difference between the high-pressure side and the low-pressure side of the refrigerant circuit 10 and also the battery cooler circuit 30 , To prevent under these conditions an excessive amount of liquid refrigerant the branching 44 which does not happen completely in the cooling branches 34 . 36 can be evaporated and so the cooling capacity of the evaporator 20 would reduce for the air conditioning of the passenger compartment, the shut-off valve 42 operated pulsed.

This is schematically in 5 shown. The solid curve illustrates that at high ambient temperatures, the shut-off valve 42 about the controller 46 is operated via a pulse width modulation so that the cooling performance is optimized. The opening time of the shut-off valve 42 is from the controller 46 calculated from the values reported by the temperature sensors T ₁ and T ₂ , ie from the refrigerant temperature at the inlet 52 of the splitter 44 and the refrigerant temperature after passing through the cooling branches 34 . 36 of the battery cooler circuit 30 ,

The length of time that the shut-off valve 42 between two opening states remains closed, can 30 Seconds or more, as well as the duration of the shutdown valve 42 between the closed phases is open. This is possible because the battery cooler circuit 30 with the battery modules has a higher thermal mass than, for example, the evaporator 20 the vehicle air conditioner.

In winter, ie at low ambient temperatures and a small pressure difference, the shut-off valve 42 however, open continuously (see dashed line in 5 ).

The 6 and 7 show the on the high pressure side of the refrigerant circuit 10 and on its low-pressure side as a function of the ambient temperature prevailing pressures. The pressure curve of the high-pressure side is marked by diamonds, while the pressure curve on the low-pressure side is marked by squares. Out 6 can be read that in winter conditions between -10 and 0 ° C, a pressure difference between 7 to 9 bar (0.7 to 0.9 MPa) is expected, while in summer conditions between 25 and 40 ° C ambient temperature significantly higher pressure differences occur, about 35 to 65 bar (3.5 to 6.5 MPa), which can also occur 90 bar pressure difference.

From such a measurement can be for an existing battery cooler system 32 in a refrigerant circuit 10 the optimal design of the pressure reducer 40 to calculate. For this, the enthalpy difference in the evaporation of the refrigerant, here R744, must be taken into account 7 is plotted as a function of the ambient temperature.

The pressure difference between high and low pressure side increases strongly with increasing ambient temperature. Since the self-adjusting mass flow changes approximately with the root of the pressure difference, it follows, for example, that for an ambient temperature of -10 ° C, the possible cooling capacity of the battery cooler circuit 30 is reduced by about 40% compared to an ambient temperature of +40 ° C. Is the battery cooler system 32 and in particular the pressure reducer 40 optimized for operation at low ambient temperatures, it follows that when operating at high ambient temperatures, the shut-off valve 42 about 30-90% of the time should be closed.

The design of the remaining refrigerant circuit 10 , in particular the partial cooling circuit 18 holding the vehicle air conditioner evaporator 20 are not affected by these considerations, since only the pressure reducer 40 in the battery cooler circuit 30 must be designed accordingly.

8th shows on the basis of a Mollier diagram the cycles passed through for operation of the refrigerant circuit 10 under summer conditions (high ambient temperatures) and winter conditions (low ambient temperatures).

The upper cycle in the graphic with the points A to G describes the operation at high ambient temperatures.

The high pressure side, which is here preferably between 80 and 120 bar, is operated in the supercritical range. From point A to point B, the compression of the refrigerant in the compressor takes place 12 , From point B to point C, the supercritical refrigerant in the gas cooler 14 cooled. From point C to point D further cooling takes place on the high pressure side of the refrigerant circuit 10 through the inner heat exchanger 16 , From point D to point E, a pressure reduction takes place in the first throttle stage of the pressure reducer 40 , wherein the pressure reduction is maximum up to the liquid limit, so that the refrigerant is still only a single phase or is in the supercritical state when it is in the branching 44 entry. From point E to point F, the further pressure reduction takes place in the second throttle stage of the pressure reducer 40 , here in the outlet pipes 58 of the splitter 44 , From point F to point G, the cooling of the battery modules takes place in the cooling branches 34 . 36 of the battery cooler circuit 30 wherein the refrigerant vaporizes and absorbs the heat from the battery modules. From point G to point A, the refrigerant flows via the return suction line 38 under passage of the internal heat exchanger 16 back to the compressor 12 where it absorbs heat from the high pressure branch.

In winter operation (lower cycle in 8th with the points a-f) the entire cycle takes place below the critical point. From point a to point b, the refrigerant is compressed and cooled from point b to point d. After the expansion of the refrigerant in the first throttle stage of the pressure reducer 40 (Point d after point e), the refrigerant is completely in the liquid phase. Only when passing through the second throttle stage (point e after point f), the refrigerant may have gaseous components.

However, in the example described here, the refrigerant is still in only a single phase when it is the splitter 44 , In this way, a homogeneous distribution to the two cooling branches 34 . 36 easier than possible with a phase mixture.

Claims (10)

Branch for a refrigerant flow of a refrigerant circuit ( 10 ), in particular a battery cooling circuit ( 30 ), with an inlet ( 52 ) and at least two outlet pipes ( 58 ) leading to two cooling branches ( 34 . 36 ), whereby in the branching ( 44 ) at least one throttle stage is integrated. Branch device according to claim 1, characterized in that the throttle stage upstream of a branch point ( 56 ) on the two outlet lines ( 58 ) is arranged. Branch device according to claim 2, characterized in that downstream of the throttle stage a filter ( 68 ) is arranged. Branch device according to claim 1, characterized in that the throttle stage downstream of a branch point ( 56 ) on the two outlet lines ( 58 ) is arranged. Branching device according to claim 4, characterized in that the throttling stage comprises a constriction in each of the outlet pipes ( 58 ) having. Branching device according to one of the preceding claims, characterized in that the throttle stage has a throttle point which passes through a calibrated bore ( 62 ) is formed. Branching device according to claim 6, characterized in that the calibrated bore ( 62 ) directly to a branching point ( 56 ) from a main line ( 54 ) is subsequently executed. Branching device according to one of claims 1 to 6, characterized in that the throttle stage has a throttle point through an inserted tube ( 70 ) is formed with calibrated inner diameter. Branching device according to claim 8, characterized in that the tube ( 70 ) in a screw sleeve ( 72 ) or plug-in sleeve is inserted into a body ( 50 ) of the splitter ( 44 ) is screwed or inserted. Branch device according to one of the preceding claims, characterized in that a first throttle stage upstream of the branch point ( 56 ) and a second throttle stage downstream of the branch point (FIG. 56 ) is arranged.

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