EP0401752B1 - Condenseur de réfrigérant pour une installation de conditionnement d'air de véhicule - Google Patents

Condenseur de réfrigérant pour une installation de conditionnement d'air de véhicule Download PDF

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Publication number
EP0401752B1
EP0401752B1 EP90110618A EP90110618A EP0401752B1 EP 0401752 B1 EP0401752 B1 EP 0401752B1 EP 90110618 A EP90110618 A EP 90110618A EP 90110618 A EP90110618 A EP 90110618A EP 0401752 B1 EP0401752 B1 EP 0401752B1
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EP
European Patent Office
Prior art keywords
refrigerant
heat
liquefier
interruptions
liquefier according
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.)
Expired - Lifetime
Application number
EP90110618A
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German (de)
English (en)
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EP0401752A3 (fr
EP0401752A2 (fr
Inventor
Roland Dipl.-Ing. Haussmann
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Thermal-Werke Warme- Kalte- Klimatechnik GmbH
Original Assignee
Thermal-Werke Warme- Kalte- Klimatechnik GmbH
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Priority claimed from DE19893918455 external-priority patent/DE3918455A1/de
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Publication of EP0401752A2 publication Critical patent/EP0401752A2/fr
Publication of EP0401752A3 publication Critical patent/EP0401752A3/fr
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    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/053—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being straight
    • F28D1/05316—Assemblies of conduits connected to common headers, e.g. core type radiators
    • F28D1/05325—Assemblies of conduits connected to common headers, e.g. core type radiators with particular pattern of flow, e.g. change of flow direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B39/00—Evaporators; Condensers
    • F25B39/04—Condensers
    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
    • F28D1/0417—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with particular circuits for the same heat exchange medium, e.g. with the heat exchange medium flowing through sections having different heat exchange capacities or for heating/cooling the heat exchange medium at different temperatures
    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
    • F28D1/0426—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with units having particular arrangement relative to the large body of fluid, e.g. with interleaved units or with adjacent heat exchange units in common air flow or with units extending at an angle to each other or with units arranged around a central element
    • F28D1/0435—Combination of units extending one behind the other
    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/047—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being bent, e.g. in a serpentine or zig-zag
    • F28D1/0477—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being bent, e.g. in a serpentine or zig-zag the conduits being bent in a serpentine or zig-zag
    • F28D1/0478—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being bent, e.g. in a serpentine or zig-zag the conduits being bent in a serpentine or zig-zag the conduits having a non-circular cross-section
    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/053—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being straight
    • F28D1/0535—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being straight the conduits having a non-circular cross-section
    • F28D1/05366—Assemblies of conduits connected to common headers, e.g. core type radiators
    • F28D1/05375—Assemblies of conduits connected to common headers, e.g. core type radiators with particular pattern of flow, e.g. change of flow direction
    • 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
    • F28F1/10—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses
    • F28F1/12—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element
    • F28F1/24—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending transversely
    • F28F1/32—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending transversely the means having portions engaging further tubular elements
    • F28F1/325—Fins with openings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F13/00—Arrangements for modifying heat-transfer, e.g. increasing, decreasing
    • F28F13/14—Arrangements for modifying heat-transfer, e.g. increasing, decreasing by endowing the walls of conduits with zones of different degrees of conduction of heat
    • 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
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles
    • F28D2021/0084—Condensers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F2215/00—Fins
    • F28F2215/02—Arrangements of fins common to different heat exchange sections, the fins being in contact with different heat exchange media
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F2270/00—Thermal insulation; Thermal decoupling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F9/00—Casings; Header boxes; Auxiliary supports for elements; Auxiliary members within casings
    • F28F9/26—Arrangements for connecting different sections of heat-exchange elements, e.g. of radiators
    • F28F9/262—Arrangements for connecting different sections of heat-exchange elements, e.g. of radiators for radiators

Definitions

  • the invention relates generally to a condenser for a refrigerant of a vehicle air conditioning system with finned heat exchange tubes through which the refrigerant is passed in cross-flow to the ambient air flowing to it.
  • the invention relates to such a condenser with the further features of the preamble of claim 1, as e.g. is known from GB-A-2 023 798, which will be discussed in more detail below.
  • the heat exchange tubes are generally arranged in a plurality of rows of tubes arranged one behind the other in the flow direction of the ambient air, the respective heat exchange tubes being connected in cross-counterflow.
  • the ribbing preferably, but not exclusively, consists of foils made of Al, Cu or alloys of these materials with a thickness of less than 0.15 mm.
  • a known condenser (cf. DE-U-1 685 651) for the refrigerant of a refrigeration machine - i.e. not for the application according to the invention in a vehicle air conditioning system - consists of one assembly or several identical assemblies, depending on the performance requirement, which are then in accordance with the features of Preamble of claim 1 arranged and connected in cross-countercurrent. All assemblies each contain only one row of tubes and are physically and therefore also thermally completely separate from each other.
  • JP-A-58 108394 already shows a heat exchanger in which two different assemblies have a common tube fin ribbing and are thermally coupled to one another by the fin bridges between at least one row of slots. You already know overlapping parallel slots, which can also be provided with exhibitors (Fig. 11 and 13). It is also already considered to obtain a partial thermal decoupling by deforming the material of the slats.
  • This known heat exchanger is concerned with the special case of a condenser, in which the internal heat exchange fluid is conducted in the gaseous state in pipes of relatively large diameter and in the already liquefied state in pipes of relatively small diameter.
  • US-A-2 963 277 already shows a heat exchanger in which a plurality of rows of pipes have a common fin ribbing and a certain division into two assemblies is provided by a row of slots between adjacent rows of pipes which reduces the heat flow in the common fin ribbing (FIG. 4 ).
  • heat-decoupling slits are arranged along at least one straight line between adjacent assemblies separately from the other design of the slat, the slats and thus also the adjacent assemblies along this line (s) are significantly sensitive to buckling. In addition, there is a larger dimensioning.
  • the invention has for its object to make the advantages of operating in cross-countercurrent usable for a condenser of a refrigerant intended for use in a vehicle air-conditioning system and thereby to promote the mechanical strength of the entire condenser with little effort and to minimize the dimensions of the entire condenser enable.
  • a largely thermal decoupling can even be carried out by designing the ribbing between the modules. Only by combining the assemblies is it possible to manufacture and handle the small-sized condensers for vehicle air conditioning systems, or at least by summarized parts of the same, practical and possible.
  • the inventive design can be easily achieved because the pipes are offset from one another in the direction of flow of the ambient air and then, as mentioned, the known exhibitor-like recesses for increasing the heat transfer are included in the sequence of the recesses intended for thermal decoupling between adjacent assemblies are.
  • the solution according to the invention is less complex.
  • the material of the ribbing of the heat exchange tubes of adjacent assemblies can also be the same as in the known condensers for motor vehicle air conditioning systems.
  • the heat flow there is significantly reduced by heat conduction. It has been shown that even when the ribbing is formed as foils with a thickness of less than 0.15 mm by the interaction of these foils as a tight package, there is still sufficient mechanical strength of the entire condenser with mechanical assembly of the assemblies, in the limit case without any additional Solidification measure can be achieved.
  • the fin area of each row of tubes assumes the temperature of the refrigerant of the respective row of tubes practically immediately and practically without interaction with other rows of tubes. It has been shown that surprisingly unusually high efficiency improvements can be achieved in comparison with conventional comparable condensers. With the same use of material or the same depth and the same air-side pressure loss, efficiency improvements of around 25% can be achieved, which can be used, for example, in a correspondingly smaller depth with the same cooling capacity.
  • an average temperature can no longer be established in a common ribbing of adjacent heat exchange tubes from different assemblies, but a more or less pronounced temperature jump takes place between the two assemblies.
  • the material of the ribbing can be removed, in particular punched out, in the interruptions in the connection zone between adjacent assemblies.
  • narrow slots are preferably used in order to lose as little ribbing material as possible.
  • Claim 10 preferably provides that the interruptions known per se are formed on blinds, while the other interruptions, which are additionally provided for the thermal separation of the rows of pipes, can be designed as simple thermal interruptions without the formation of blinds.
  • the alternative possibilities in FIG. 3 reference is made in particular to the alternative possibilities in FIG. 3.
  • the direction of flow of the ambient air is illustrated by the arrows A.
  • four rows of pipes are arranged transversely to the direction of flow.
  • the refrigerant is introduced through a connection 2 into a collector 4, to which the four rows of ribbed heat exchange tubes 6 are connected on the input side. All heat exchange tubes 6 have a common, uniform ribbing. On the output side, the four rows of heat exchange tubes 6 are connected to a further collector 8, which is provided with an outlet 10 of the refrigerant. It can be seen that the refrigerant flows in parallel in the four rows from the collector 4 to the collector 8 and crosses the incoming ambient air.
  • Fig. 10 the same configuration of ribbed heat exchange tubes 6 is connected in cross-counterflow with respect to the incoming ambient air.
  • the refrigerant on the one hand crosses the incoming ambient air and, on the other hand, is guided in counterflow to it from the inlet-side collector 4 to the outlet-side collector 8.
  • each counter-turn connects only two adjacent pipes in a row. It is also known to increase the pressure loss in each flow-through branch between the collectors 4 and 8 to increase the number of pipes per row up to the limit case that only a single coil or counter-turn is arranged between the inlet-side connection 2 and the outlet 10 is.
  • foils in particular made of aluminum or an aluminum alloy with a thickness of less than 0.15 mm, usually up to about 0.1 mm, is shown at 12.
  • FIGS. 9 and 10 relate specifically to round tube heat exchangers.
  • the condenser is divided into at least two assemblies, each of which e.g. can contain two rows of pipes without restricting generality.
  • one assembly can be arranged on the inlet side of the refrigerant and the other assembly on the outlet side of the refrigerant, with both assemblies e.g. are switched as the opposite direction.
  • a ribbing common to the assemblies can have foils made of Al, Cu or alloys of these materials with a thickness of less than 0.15 mm up to a minimum of 0.08 mm according to current rolling technology.
  • fin fins with foils are expediently provided, which then expediently have thicknesses between 0.15 and 0.25 mm.
  • the input-side connection 2 to an input-side header 4 and the output-side terminal 10 to an output-side header 8 are also used and the heat exchange tubes are designated by 6.
  • FIG. 2 In the embodiment according to FIG. 2, two assemblies 14 and 16 are shown, while the embodiment according to FIG. 1 shows four assemblies 54, 56, 58 and 60.
  • FIG. 1 shows, in a special connection, a preferred circuit diagram of the individual assemblies 54 to 60, specifically on a four-row condenser with common fin fins.
  • the two assemblies 58 and 60 are formed by only two circuits connected in parallel, so that thereby with a constant internal cross section of the heat exchange tubes 6 in the assemblies 58 and 60 relative to the assemblies 54 and 56 of the Pressure loss is increased significantly.
  • intermediate collectors are also dispensed with, in that the individual circuits of the input-side modules 54 and 56 are transferred in pairs by so-called tripods 26 into the two further circuits of the modules 58 and 60.
  • circuit measures described can also be implemented analogously with different numbers of circuits in the individual assemblies. However, the numbers and configurations shown here are preferred.
  • FIG. 1 assumes that the individual assemblies 54 to 60 are decoupled in terms of heat conduction in the area of the common fin ribs, as will be explained in more detail below with reference to FIGS. 2, 7 and 8, for example.
  • the four rows of pipes shown are all decoupled in terms of thermal conductivity into the individual assemblies 54, 56, 58 and 60.
  • the pressure drop on the refrigerant side is increased by interconnecting parallel circuits 62 to one circuit using a tripod 26.
  • FIG. 1 a common lamellar ribbing with a largely decoupling in terms of thermal conductivity should be added, as is described in detail with reference to the following FIGS. 2 or 7 and 8.
  • FIG. 2 shows a plan view of a single heat exchange lamella for a four-row arrangement of heat exchange tubes 6, not shown here.
  • One heat exchange tube each 6 of a tube bundle heat exchanger is arranged in the usual way in a receiving opening 28 of the lamella 30, which is part of the ribbing 12 (analogous to FIGS. 9 and 10).
  • the openings can be formed in the usual way, for example with connecting sleeves for connection to the respective heat exchange tube.
  • the individual lamellae 30 are held in the usual way at a mutual distance by spacers 32 worked out of the lamella, for example lobes of the lamella material that are exposed.
  • Known exhibitor-like sole strands 34 are initially arranged in the lamella 30 in order to increase the heat transfer, which extend between adjacent receiving openings 28 each along a row of tubes and thus also lie transversely to those connection openings which are adjacent in the row after next. It can be seen in the embodiment according to FIG. 2 that such slots 34 are not able to decouple neighboring pipes from neighboring rows of pipes from one another in a heat-conducting manner.
  • additional interruptions 36 are provided which, in the embodiment according to FIG. 2, describe a polygon course together with the slots 34 or are arranged at 45 ° to extend the rows of receiving openings 28.
  • the thermally conductive decoupling can be further increased in that the slots 34 and the interruptions 36 are arranged to overlap one another.
  • a good effect can also be achieved without this overlap, although the overlap is preferred because of the increase in the thermal conductivity.
  • the sequence of slots 34 and interruptions 36 describes the direction of extension of a connecting zone 38 between the two assemblies 14 and 16 and the regions 40 and 42 of the lamella 30 respectively assigned to them.
  • interruptions 36 can be designed as simple slots 44 in the manner of variant d) of FIG. 3.
  • variants a), b) and c) according to FIG. 3 represent preferred configurations of the exhibitor-like additional interruptions 36 shown in FIG. 2, which, however, are also known per se for the slots 34.
  • the material exhibitors are webs 46 which are bent out of the lamella 30 on one side and are preferably arranged together in the shape of a blind.
  • variants b) and c) the material exhibitors are cut out of the ribbing on both sides via interfaces 48, so that highlighted roof-like parts 50 are formed, which are each only integrally connected to the lamella 30 on the end side.
  • the variant b) describes a flat roof and the variant c) a gable roof, various forms being possible and also common in connection with the interruptions 34. Accordingly, the interruptions 34 can also have all the shapes selected in FIG. 3, variants a) to c). In the borderline case, one could also provide simple slots according to variant d) deviating from the usual at these points, so that both the interruptions 34 and the interruptions 36 then serve only for thermally conductive decoupling.
  • the arrangement can also be transferred to three-row slats or those with a different number of rows.
  • the interruptions 36 and the slots 34 known per se are each separated from one another along the connecting zone 38 by relatively narrow connecting webs 52, so that the heat flow takes place solely through these narrow connecting webs and thereby the average thermal conductivity along the connecting zone 38 in accordance with the ratio between interruption and connecting web is reduced.
  • the temperature profile is that of the condenser flowing ambient air and the refrigerant led to the ambient air in cross-counterflow with three counter-turns.
  • the refrigerant is guided in the tubes within a module in cross flow to the air and from module to module in opposite directions, ie in counter flow to the air.
  • the refrigerant can also be conducted in cross-counterflow with one or two counter-turns if the assembly consists of more than one row of pipes.
  • the different temperature is averaged by the lamella, so that the temperature difference, which is increased in contrast to the pure cross flow of the pipes, is not effective in the case of cross counterflow.
  • FIG. 4 therefore shows the solution optimized for the effective temperature difference, in which each row of tubes one to four according to FIG. 2 is each assigned to an assembly 54, 56, 58, 60.
  • the ribbing temperature is considerably lower on average, since the heat in the fin from the heat exchange tubes at the higher temperature at the condenser inlet to the Heat exchange pipes of lower temperature flows at the condenser outlet.
  • the effective temperature difference can be clearly illustrated by the area between the ribbing and the air temperature curve.
  • FIG. 4 shows the increase in the effective temperature difference of a condenser connected according to claim 1 a condenser according to the prior art, also connected in cross-countercurrent, shown as a hatched area (A1).
  • the pressure drop on the refrigerant side must be selected in each individual assembly so that the outlet temperature of the liquefied refrigerant t KA is in the range from its minimum t KA1 to the minimum of the saturation temperature t KE1 of the refrigerant entering the condenser.
  • the internal heat transfer coefficient ⁇ which is plotted qualitatively in FIG. 5 over the pressure drop on the refrigerant side, is minimal.
  • the minimum effective pressure loss ⁇ PK on the refrigerant side results in a maximum effective temperature difference, designated ⁇ t log in FIG. 5, between the refrigerant on the one hand and the ambient air on the other hand, since the saturation temperature does not decrease in the course of the refrigerant's flow path.
  • the heat transfer coefficient (denoted by K in FIG. 5) is small due to the minimum internal heat transfer coefficient.
  • the minimum condensing temperature at the inlet (denoted by t KE in Fig. 6a) is not reached in a given refrigerant circuit of a vehicle air conditioning system, because due to the smaller heat transfer coefficient K under otherwise constant conditions (such as outer surface, ambient temperature etc. )
  • the saturation temperature of the refrigerant t KE and the saturation pressure p KE must be higher than with a design with a higher heat transfer coefficient. Due to the low pressure drop on the refrigerant side, a lowering of the refrigerant outlet temperature (which is denoted by tKA in FIG. 6a) for the interior cooling of the motor vehicle is additionally prevented.
  • the refrigerant cycle process which is used in a condenser with small refrigerant-side pressure drops, e.g. of 0.05 bar, is shown in the refrigerant state diagram in FIG. 6b.
  • the minimum refrigerant inlet pressure P KE which is synonymous with the minimally saturated refrigerant inlet temperature t KE1 in point C '
  • the pressure loss ⁇ p K des represented by the gradient to the left Condenser with the consequence that the outlet pressure p KA and the refrigerant outlet temperature are lower, whereby the enthalpy difference h o 'available to the evaporator is greater than that of a condenser with a pressure loss of 0.05 bar on the refrigerant side.
  • a further reduction in the condenser outlet temperature tKA can be achieved by a further increase in the pressure drop on the refrigerant side from t KE1 to t KE2 .
  • each of which is assigned to a single row of tubes. Only one fin of the fin package forming the ribs of the corresponding heat exchange tubes is shown.
  • Each lamella has 30 receiving openings 28, into each of which a heat exchange tube is fitted mechanically firmly and in a heat-conducting manner. It can be seen in FIG. 8 that the corresponding receiving openings 28 protrude from the lamellar plane in the form of a sleeve.
  • the heat exchange tubes are regularly offset from one another in the flow direction A of the ambient air.
  • interruptions 36 In the sequence of interruptions 36 provided between the individual assemblies, known interruptions 34 are included, which are each arranged transversely between pairs of heat exchange tubes (or receiving openings 28), which belong to different rows of tubes of separate assemblies 14, 15 and 16.
  • the slots 34 and interruptions 36 thus form a series of interruptions in the lamella 30 along the respective connection zone 38 between the modules 14 and 15 or 15 and 16, between which connecting webs 52 remain and which are each arranged between pairs of heat exchange tubes or receiving openings 28 are the directly adjacent rows of pipes belonging to the adjacent assemblies, here rows of pipes.
  • the interruptions 36 are designed here in accordance with the uppermost variant a) of FIG. 3 as elongated slots with a one-sided exhibitor.
  • the slots 34 known per se are designed as blinds, the special shape of which is clear from FIG. 8. These are two middle full webs and two outer half webs, which are exhibited parallel to each other and have an angle of attack of preferably 15 to 30 ° to the air.
  • the slits 34 which are designed as blinds, run in the offset pipe arrangement in each case in the same row of pipes with longitudinal extension between adjacent pipes of the same row of pipes or, in other words, with transverse extension, that is to say separating, between adjacent pipes of pipe pairs lying one behind the other in the flow direction A, each with an intermediate pipe row staggered pipes are separated from each other.
  • Spacers 64 can also be seen, which are shown at a greater height from the lamella plane on the same side as the sleeves of the receiving openings 28 in order to distance the individual lamellae in the compressed lamella package. Possible shapes and dimensions of such exhibitors are known per se. Figures 7 and 8 show two different preferred possible shapes, which differ in the one or two-sided web display. 8 are expediently tapered so as not to fit into the opposite opening of the next spacer of the adjacent lamella.
  • the slats 30 are also expediently foils made of Al, Cu or alloys of these materials with a thickness of less than 0.15 mm.
  • condensers with three or four rows of pipes are preferably formed with the construction, but condensers with only two rows of pipes are also possible in the sense of the preceding description.
  • the lamella 30 is common to the individual rows of pipes; the cohesion takes place via the connecting webs 52 which remain between the interruptions.

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

Claims (16)

  1. Condenseur pour l'agent caloporteur d'une installation de conditionnement d'air pour véhicule automobile comportant des tubes d'échange de chaleur (6) nervurés dans lesquels l'agent caloporteur est guidé suivant un courant inversé par rapport à l'air environnant entrant, dans lequel les tubes d'échange de chaleur sont agencés en plusieurs rangées de tubes à nervurage commun disposées les unes derrières les autres dans la direction de l'arrivée de l'air environnant, et les tubes (6) des rangées de tubes qui se succèdent dans la direction d'écoulement de l'air environnant sont décalés les uns par rapport aux autres, et dans lequel des fentes (34) qui améliorent le transfert de chaleur et qui s'étendent dans la direction de l'étendue des rangées de tubes sont formées dans le nervurage entre les tubes (6) voisins d'une rangée de tubes, caractérisé en ce que les rangées de tubes forment plusieurs sous-groupes (14, 16), disposés les uns derrières les autres dans la direction de l'arrivée de l'air environnant, qui sont branchés en série du côté de l'agent caloporteur à contre-courant de la direction d'arrivée et qui sont reliés mécaniquement par l'intermédiaire de leur nervurage (12), et en ce qu'il est prévu entre des sous-groupes (14, 16) voisins des interruptions (36) qui abaissent le flux de chaleur entre les sous-groupes et qui forment avec les fentes (34) une zone de liaison (38) de sous-groupes voisins qui s'étend sous forme d'un motif polygonal ou ondulé et dans laquelle la conductivité thermique moyenne λm est inférieure à 20 % de la conductivité thermique λ du matériau du nervurage (12).
  2. Condenseur selon la revendication 1, caractérisé en ce que, dans la zone de liaison (38), la conductivité thermique moyenne λm est inférieure à 10 % de la conductivité thermique λ du matériau du nervurage (12) des deux sous-groupes (14, 16) voisins.
  3. Condenseur selon la revendication 1 ou 2, caractérisé en ce que chaque rangée de tubes d'échange de chaleur forme un sous-groupe (14, 15, 16).
  4. Condenseur selon l'une des revendications 1 à 3, caractérisé en ce que la longueur moyenne des traverses de liaison (52), mesurée dans la direction de l'étendue de la zone de liaison (38), est inférieure à 50 %, de préférence inférieure à 20 %, de préférence encore inférieure à 10 %, de la longueur moyenne des interruptions (36).
  5. Condenseur selon l'une des revendications 1 à 4, caractérisé en ce que les interruptions (36) sont sous forme de vides de matière (44), de préférence de découpures.
  6. Condenseur selon la revendication 5, caractérisé en ce que les vides de matière sont des fentes (44) qui s'étendent le long de la zone de liaison.
  7. Condenseur selon l'une des revendications 1 à 6, caractérisé en ce que les interruptions (36) sont sous forme de crevés de matière (46 ; 50).
  8. Condenseur selon la revendication 7, caractérisé en ce que les crevés de matière sont des traverses (46) courbées d'un côté du nervurage (12), disposées de préférence en formant ensemble des jalousies.
  9. Condenseur selon la revendication 7 ou 8, caractérisé en ce que les crevés de matière (50) sont formés des deux côtés du nervurage (12).
  10. Condenseur selon l'une des revendications 1 à 9, caractérisé en ce que les fentes (34) sont sous forme de jalousies.
  11. Condenseur selon l'une des revendications 1 à 10, caractérisé en ce que les fentes (34) et les interruptions (36) forment un motif polygonal.
  12. Condenseur selon l'une des revendications 1 à 11, caractérisé en ce qu'il est prévu deux sous-groupes (14, 16) seulement.
  13. Condenseur selon l'une des revendications 1 à 12, caractérisé en ce qu'un (premier) sous-groupe (54, 56) traversé d'abord par l'agent caloporteur présente une perte de pression relativement faible du côté froid et un (second) sous-groupe (58, 60) traversé ensuite par l'agent caloporteur présente une perte de pression relativement importante du côté froid.
  14. Condenseur selon la revendication 13, caractérisé en ce que la perte de pression du premier sous-groupe (54, 56) est ajustée de telle manière que le produit de la différence de température efficace (Δtlog) entre l'air environnant et l'agent caloporteur d'une part et du coefficient de transfert de chaleur k d'autre part est maximum.
  15. Condenseur selon la revendication 13 ou 14, caractérisé en ce que la perte de pression du second sous-groupe (58, 60) est ajustée de manière à être si importante que la température de sortie (tKA) de l'agent caloporteur liquéfié est située dans le domaine compris entre son minimum et le minimum de la température de saturation (tKE) de l'agent caloporteur entrant dans le condenseur.
  16. Condenseur selon l'une des revendications 1 à 15, caractérisé en ce que le nervurage consiste en des feuilles (30) en Al, Cu ou en alliages de ces matériaux dont l'épaisseur est inférieure à 0,15 mm.
EP90110618A 1989-06-06 1990-06-05 Condenseur de réfrigérant pour une installation de conditionnement d'air de véhicule Expired - Lifetime EP0401752B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19893918455 DE3918455A1 (de) 1989-06-06 1989-06-06 Verfluessiger fuer ein kaeltemittel einer fahrzeugklimaanlage
DE3918455 1989-06-06
DE3938842A DE3938842A1 (de) 1989-06-06 1989-11-23 Verfluessiger fuer ein kaeltemittel einer fahrzeugklimaanlage
DE3938842 1989-11-23

Publications (3)

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EP0401752A2 EP0401752A2 (fr) 1990-12-12
EP0401752A3 EP0401752A3 (fr) 1991-03-06
EP0401752B1 true EP0401752B1 (fr) 1993-12-08

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US (1) US5076353A (fr)
EP (1) EP0401752B1 (fr)
DE (2) DE3938842A1 (fr)
ES (1) ES2047200T3 (fr)

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ES2047200T3 (es) 1994-02-16
DE59003758D1 (de) 1994-01-20
EP0401752A3 (fr) 1991-03-06
US5076353A (en) 1991-12-31
DE3938842A1 (de) 1991-05-29
EP0401752A2 (fr) 1990-12-12

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